Augmented driving method and system

Abstract

A method and system for generating a feedback indication to a driver in control of a vehicle driving a predetermined route is described. The method comprises determining a current vehicle acceleration, speed and position while approaching and traversing a route feature that involves a change in speed of the vehicle and generating a feedback indication to the driver to commence a change in speed for the route feature based on the current vehicle acceleration, speed and position, a characteristic acceleration capability of the vehicle, and a target vehicle speed for traversing the route feature.

Description

AUGMENTED DRIVING METHOD AND SYSTEMPRIORITY DOCUMENTS

[0001] The present application claims priority from Australian Provisional Patent Application No. 2023904106 titled “AUGMENTED DRIVING METHOD AND SYSTEM” and fded on 18 December 2023, the content of which is hereby incorporated by reference in its entirety.TECHNICAE FIELD

[0002] The present disclosure relates to a method and system to improve the performance of a driver in control of a vehicle. In a particular form, the present disclosure relates to a method and system to improve the braking performance of a driver in control of a vehicle.BACKGROUND

[0003] There are many occasions where a driver in control of a vehicle seeks to improve their performance. This can have many aspects ranging from a driver attempting to improve their performance in order to optimise a workflow involving the use of a vehicle. A non-limiting example of this might be a driver in control of mining vehicle conveying ore that is required to drive a predetermined route to deliver the ore from the mining site to ore processing equipment such as a crusher. In this case, minimising the time of transit by increasing the average speed of the vehicle will generally improve the efficiency of the mining process.

[0004] In another example, a driver seeking to improve their performance may have a sporting or recreational aspect. Consider a driver in control of racing vehicle that is either racing other vehicles or seeking to minimise their lap time on a racing circuit. This may be both in the “real” world or in a “virtual” world such as in a driving simulator or gaming context where the driver is controlling a virtual vehicle. As would be appreciated, use of a driving simulator may have an important training aspect allowing a driver to improve their performance in a virtual environment before transitioning to the vehicle corresponding to the simulated vehicle of the simulator.

[0005] A critical aspect of driver performance is braking performance, ie, how well does a driver in control of a vehicle navigate a route feature that involves a deceleration and acceleration of the vehicle. An example would be a comer or bend in a route being followed by a driver where the driver has to commence braking to negotiate the comer and then accelerate out of the comer. Here a driver would try to optimise the mid comer speed by maximising entry and exits speeds relative to the comer.

[0006] There are obvious risks associated with maximising the entry speed to a comer such as losing control, running out of road and crashing (even “virtually”). As a result, most drivers are very conservative under deceleration or braking which is confirmed by the relatively small number of drivers that run off a comer due to high speed. Taking the example of racing drivers, they are often trained to identify a static brake marker on a comer where they are to commence deceleration. The brake marker is typically a static feature of the racetrack, eg, positioning of fence post. While these can assist in maintaining cornering performance they are of limited use where a driver is trying to improve their braking performance for a comer by increasing the entry and exit speeds of the vehicle as it navigates the comer.

[0007] In the virtual world of games and simulators, there have been many attempts to provide various coloured indicators and the like that indicate to a driver the course that should be taken for a given comer, however, these indicators can be overly complicated and as a result overwhelm a driver with too much information that doesn’t assist the driver to improve their performance.SUMMARY

[0008] In a first aspect, the present disclosure provides a method for generating a feedback indication to a driver in control of a vehicle driving a predetermined route, comprising: determining a current vehicle acceleration, speed and position while approaching and traversing a route feature that involves a change in speed of the vehicle; and generating a feedback indication to the driver to commence a change in speed for the route feature based on the current vehicle acceleration, speed and position, a characteristic acceleration capability of the vehicle, and a target vehicle speed for traversing the route feature.

[0009] In another form, generating the feedback indication to commence the change in speed for the route feature comprises: turning on and maintaining a feedback indicator in an on status on approach to the route feature; and turning off the feedback indicator to indicate to the driver to commence the change in speed of the vehicle.

[0010] In another form, the change in speed of the vehicle involves an initial deceleration and then acceleration of the vehicle; the characteristic acceleration capability of the vehicle is a vehicle deceleration capability; the target vehicle speed is a target minimum vehicle speed; and the feedback indication is to commence decelerating for the route feature.

[0011] In another form, turning on and maintaining the feedback indicator comprises determining that the current vehicle position is a predetermined distance from a braking start position for the route feature.

[0012] In another form, the predetermined distance is determined based on a driver reaction time and a duration of the feedback indicator on status.

[0013] In another form, the braking start position is determined based on a location on the predetermined route where the vehicle would need to commence braking to achieve the target minimum vehicle speed based on the vehicle deceleration capability and an anticipated vehicle speed at the braking start position.

[0014] In another form, turning off the feedback indicator to indicate to the driver to commence decelerating the vehicle comprises determining that the current vehicle position is at an updated braking start position compensated for the driver reaction time and corresponding to the distance required to decelerate the vehicle to the target minimum vehicle speed.

[0015] In another form, the method further comprises: identifying a driving line that the vehicle is traversing the route feature to determine any variation from the predetermined route to a different predetermined route, the different predetermined route selected from a plurality of predetermined routes for the route feature; and generating the feedback indication based on any identified different predetermined route.

[0016] In another form, the method further comprises: modifying the target minimum vehicle speed following traversing the route feature to determine a modified target minimum vehicle speed; and varying a characteristic of the feedback indicator for the route feature based on the target minimum vehicle speed and the modified target minimum vehicle speed.

[0017] In another form, varying the characteristic of the feedback indicator for the route feature comprises: selecting a first value for the characteristic of the feedback indicator where the modified target minimum speed is greater than the target minimum speed; selecting a second value for the characteristic of the feedback indicator where the modified target minimum speed is less than the target minimum speed; or selecting a third value for the characteristic of the feedback indicator where the modified target minimum speed is equal to the target minimum speed.

[0018] In another form, the method further comprises:modifying a braking distance offset following traversing the route feature to determine a modified braking distance offset; and varying a characteristic of the feedback indicator for the route feature based on the modified braking distance offset.

[0019] In another form, varying the characteristic of the feedback indicator for the route feature comprises: selecting a first value for the characteristic of the feedback indicator where the modified braking distance offset is greater than the braking distance offset; selecting a second value for the characteristic of the feedback indicator where the modified braking distance offset is equal to the braking distance offset; or selecting a third value for the characteristic of the feedback indicator where the modified braking distance offset is less than the braking distance offset.

[0020] In another form, varying the characteristic of the feedback indicator for the route feature comprises: selecting a first value for the characteristic of the feedback indicator where the modified braking distance offset is positive; selecting a second value for the characteristic of the feedback indicator where the modified braking distance offset is zero; or selecting a third value for the characteristic of the feedback indicator where the modified braking distance offset is negative.

[0021] In another form, the feedback indicator is a tactile, audio, visual, or an audio-visual indicator.

[0022] In another form, the method further comprises updating the driver reaction time by determining a reaction time delay between the feedback indicator turning off and deceleration commencing and then updating the driver reaction time based on the determined reaction time delay.

[0023] In another form, the method further comprises generating a fatigue warning if the updated reaction time delay exceeds a predetermined time.

[0024] In another form, the predetermined time is a previously determined reaction time delay and wherein the reaction time delay exceeds a previously determined reaction time delay by a predetermined amount.

[0025] In another form, the predetermined route is a closed loop driving circuit comprising a plurality of route features comprising comers.

[0026] In another form, the method further comprises initially mapping the predetermined route and its associated route features.

[0027] In another form, mapping the predetermined route and its associated route features comprises determining for one or more of the comers: a comer entry location; and a comer exit location.

[0028] In another form, mapping the predetermined route and its associated route features comprises determining one or more comparison points along the predetermined route.

[0029] In another form, a difference in vehicle speed between a current lap and a previous lap is determined at a selected comparison point and indicated to the driver.

[0030] In another form, a difference in elapsed lap time between a current lap and a previous lap is determined at a selected comparison point and indicated to the driver.

[0031] In another form, initially mapping the predetermined route and its associated route features comprises mapping a plurality of driving lines for a route feature, wherein the plurality of driving lines corresponds to different predetermined routes that a vehicle may adopt when traversing the route feature.

[0032] In another form, the method further comprises: determining a lateral G-force of the vehicle when traversing a route feature in a form of a comer; comparing the determined lateral G-force with a G-force profde characterising a cornering performance of the vehicle to determine a cornering grip measure; and indicating the cornering grip measure to the driver.

[0033] In another form, the driver is in control of a virtual vehicle driving a simulated predetermined route.

[0034] In a second aspect, the present disclosure provides a method for generating a feedback indication to a driver in control of a virtual vehicle driving a simulated predetermined route, comprising: determining, by a computing system, a current virtual vehicle acceleration, speed and position while approaching and traversing a simulated route feature that involves a change in speed of the vehicle; and generating, by the computing system, a feedback indication to the driver in control of the virtual vehicle to commence a change in speed for the simulated route feature based on the current virtual vehicleacceleration, speed and position, a characteristic acceleration capability of the virtual vehicle, and a target virtual vehicle speed for traversing the simulated route feature.

[0035] In another form, generating, by the computer system, the feedback indication to commence the change in speed for the simulated route feature comprises: turning on and maintaining a feedback indicator in an on status on approach to the simulated route feature; and turning off the feedback indicator to indicate to the driver to commence the change in speed of the virtual vehicle.

[0036] In another form, the change in speed of the virtual vehicle involves an initial deceleration and then acceleration of the virtual vehicle; the characteristic acceleration capability of the virtual vehicle is a vehicle deceleration capability; the target virtual vehicle speed is a target minimum vehicle speed; and the feedback indication is to commence decelerating for the simulated route feature.

[0037] In another form, turning on and maintaining the feedback indicator comprises determining that the current virtual vehicle position is a predetermined distance from a braking start position for the simulated route feature.

[0038] In another form, the predetermined distance is determined based on a driver reaction time and a duration of the feedback indicator on status.

[0039] In another form, the braking start position is determined based on a location on the simulated predetermined route where the virtual vehicle would need to commence braking to achieve the target minimum vehicle speed based on the vehicle deceleration capability and an anticipated virtual vehicle speed at the braking start position.

[0040] In another form, turning off the feedback indicator to indicate to the driver to commence decelerating the virtual vehicle comprises determining that the current virtual vehicle position is at an updated braking start position compensated for the driver reaction time and corresponding to the distance required to decelerate the virtual vehicle to the target minimum vehicle speed.

[0041] In another form, the method further comprises: identifying a driving line that the virtual vehicle is traversing the simulated route feature to determine any variation from the simulated predetermined route to a different simulated predetermined route, the different simulated predetermined route selected from a plurality of simulated predetermined routes for the simulated route feature; andgenerating the feedback indication based on any identified different simulated predetermined route.

[0042] In another form, the method further comprises: modifying the target minimum vehicle speed following traversing the simulated route feature to determine a modified target minimum vehicle speed; and varying a characteristic of the feedback indicator for the route feature based on the target minimum vehicle speed and the modified target minimum vehicle speed.

[0043] In another form, varying the characteristic of the feedback indicator for the simulated route feature comprises: selecting a first value for the characteristic of the feedback indicator where the modified target minimum speed is greater than the target minimum speed; selecting a second value for the characteristic of the feedback indicator where the modified target minimum speed is less than the target minimum speed; or selecting a third value for the characteristic of the feedback indicator where the modified target minimum speed is equal to the target minimum speed.

[0044] In another form, the method further comprises: modifying a braking distance offset following traversing the route feature to determine a modified braking distance offset; and varying a characteristic of the feedback indicator for the route feature based on the modified braking distance offset.

[0045] In another form, varying the characteristic of the feedback indicator for the route feature comprises: selecting a first value for the characteristic of the feedback indicator where the modified braking distance offset is greater than the braking distance offset; selecting a second value for the characteristic of the feedback indicator where the modified braking distance offset is equal to the braking distance offset; or selecting a third value for the characteristic of the feedback indicator where the modified braking distance offset is less than the braking distance offset.

[0046] In another form, varying the characteristic of the feedback indicator for the route feature comprises: selecting a first value for the characteristic of the feedback indicator where the modified braking distance offset is positive;selecting a second value for the characteristic of the feedback indicator where the modified braking distance offset is zero; or selecting a third value for the characteristic of the feedback indicator where the modified braking distance offset is negative.

[0047] In another form, the feedback indicator is one or more of a tactile, audio, visual, or an audiovisual indicator.

[0048] In another form, the method further comprises updating the driver reaction time by determining a reaction time delay between the feedback indicator turning off and deceleration commencing and then updating the driver reaction time based on the determined reaction time delay.

[0049] In another form, the method further comprises generating a fatigue warning if the updated reaction time delay exceeds a predetermined time.

[0050] In another form, the predetermined time is a previously determined reaction time delay and wherein the reaction time delay exceeds a previously determined reaction time delay by a predetermined amount.

[0051] In another form, the simulated predetermined route is a closed loop driving circuit comprising a plurality of simulated route features comprising comers.

[0052] In another form, the method further comprises initially mapping the simulated predetermined route and its associated simulated route features.

[0053] In another form, mapping the simulated predetermined route and its associated simulated route features comprises determining for one or more of the comers: a comer entry location; and a comer exit location.

[0054] In another form, mapping the simulated predetermined route and its associated route features comprises determining one or more comparison points along the simulated predetermined route.

[0055] In another form, a difference in vehicle speed between a current lap and a previous lap is determined at a selected comparison point and indicated to the driver.

[0056] In another form, a difference in elapsed lap time between a current lap and a previous lap is determined at a selected comparison point and indicated to the driver.

[0057] In another form, initially mapping the simulated predetermined route and its associated simulated route features comprises mapping a plurality of driving lines for a simulated route feature, wherein the plurality of driving lines corresponds to different simulated predetermined routes that a virtual vehicle may adopt when traversing the simulated route feature.

[0058] In another form, the method further comprises: determining a lateral G-force of the virtual vehicle when traversing a simulated route feature in the form of a comer; comparing the determined lateral G-force with a G-force profde characterising the cornering performance of the virtual vehicle to determine a cornering grip measure; and indicating the cornering grip measure to the driver.

[0059] In a third aspect, the present disclosure provides a system for generating a feedback indication to a driver in control of a vehicle driving a predetermined route, comprising: a vehicle dynamics module configured for determining a current vehicle acceleration, speed and position while approaching and traversing a route feature that involves a change in speed of the vehicle; and a feedback indication module configured for generating a feedback indication to the driver to commence a change in speed for the route feature based on the current vehicle acceleration, speed and position, a characteristic acceleration capability of the vehicle, and a target vehicle speed for traversing the route feature.

[0060] In another form, the vehicle dynamics module comprises: a position and speed determining module configured for determining the position and speed of the vehicle; an inertial measurement module configured for determining the acceleration of the vehicle ; and a vehicle systems module configured for monitoring driver inputs and vehicle outputs.

[0061] In another form, the position and speed determining module comprises: an in-vehicle position and speed determining module; and a base station position determining module, wirelessly connected to the in-vehicle position and speed determining module, for generating and sending position correcting information to the in-vehicle position and speed determining module.

[0062] In another form, the position correction information comprises differential GNSS corrections.

[0063] In another form, the differential GNSS correction are real-time kinematic (RTK) corrections.

[0064] In another form, the inertial measurement module comprises a 3-axis accelerometer to measure local inertial acceleration of the vehicle.

[0065] In another form, the inertial measurement module is configured to generate orthogonal acceleration values that correspond to straight line, lateral and vertical movement of the vehicle.

[0066] In another form, the inertial measurement module further comprises a 3-axis gyroscope and / or a 3-axis magnetometer.

[0067] In another form, the vehicle systems module monitors actuation by the driver of a brake pedal and / or an accelerator pedal.

[0068] In another form, the position and speed module is configured to detect an onset of a change in speed.

[0069] In another form, the current vehicle acceleration, speed and position is determined at an update rate of at least 10 Hz.

[0070] In another form, generating the feedback indication to commence the change in speed for the route feature by the feedback indication module comprises: turning on and maintaining a feedback indicator in an on status on approach to the route feature; and turning off the feedback indicator to indicate to the driver to commence the change in speed of the vehicle.

[0071] In another form, the change in speed of the vehicle involves an initial deceleration and then acceleration of the vehicle; the characteristic acceleration capability of the vehicle is a vehicle deceleration capability; the target vehicle speed is a target minimum vehicle speed; and the feedback indication is to commence decelerating for the route feature.

[0072] In another form, turning on and maintaining the feedback indicator comprises determining that the current vehicle position is a predetermined distance from a braking start position for the route feature.

[0073] In another form, the predetermined distance is determined based on a driver reaction time and a duration of the feedback indicator on status.

[0074] In another form, the braking start position is determined based on a location on the predetermined route where the vehicle would need to commence braking to achieve the target minimum vehicle speed based on the vehicle deceleration capability and an anticipated vehicle speed at the braking start position.

[0075] In another form, turning off the feedback indicator to indicate to the driver to commence decelerating the vehicle comprises determining that the current vehicle position is at an updated braking start position compensated for the driver reaction time and corresponding to the distance required to decelerate the vehicle to the target minimum vehicle speed.

[0076] In another form, the vehicle dynamics module is further configured for identifying a driving line that the vehicle is traversing the route feature to determine any variation from the predetermined route to a different predetermined route, the different predetermined route selected from a plurality of predetermined routes for the route feature; and generating the feedback indication by the feedback indication module is based on any identified different predetermined route.

[0077] In another form, the feedback indicator module is further configured for: modifying the target minimum vehicle speed following traversing the route feature to determine a modified target minimum vehicle speed; and varying a characteristic of the feedback indicator for the route feature based on the target minimum vehicle speed and the modified target minimum vehicle speed.

[0078] In another form, varying the characteristic of the feedback indicator for the route feature comprises: selecting a first value for the characteristic of the feedback indicator where the modified target minimum speed is greater than the target minimum speed; selecting a second value for the characteristic of the feedback indicator where the modified target minimum speed is less than the target minimum speed; or selecting a third value for the characteristic of the feedback indicator where the modified target minimum speed is equal to the target minimum speed.

[0079] In another form, the feedback indicator module is further configured for: modifying a braking distance offset following traversing the route feature to determine a modified braking distance offset; and varying a characteristic of the feedback indicator for the route feature based on the modified braking distance offset.

[0080] In another form, varying the characteristic of the feedback indicator for the route feature comprises: selecting a first value for the characteristic of the feedback indicator where the modified braking distance offset is greater than the braking distance offset; selecting a second value for the characteristic of the feedback indicator where the modified braking distance offset is equal to the braking distance offset; or selecting a third value for the characteristic of the feedback indicator where the modified braking distance offset is less than the braking distance offset.

[0081] In another form, varying the characteristic of the feedback indicator for the route feature comprises: selecting a first value for the characteristic of the feedback indicator where the modified braking distance offset is positive; selecting a second value for the characteristic of the feedback indicator where the modified braking distance offset is zero; or selecting a third value for the characteristic of the feedback indicator where the modified braking distance offset is negative.

[0082] In another form, the feedback indicator is one or more of a tactile, audio, visual, or an audiovisual indicator.

[0083] In another form, the system further comprises updating the driver reaction time by determining a reaction time delay between the feedback indicator turning off and deceleration commencing and then updating the driver reaction time based on the determined reaction time delay.

[0084] In another form, the system further comprises generating by the feedback indication module a fatigue warning if the updated reaction time delay exceeds a predetermined time.

[0085] In another form, the predetermined time is a previously determined reaction time delay and wherein the reaction time delay exceeds a previously determined reaction time delay by a predetermined amount.

[0086] In another form, the predetermined route is a closed loop driving circuit comprising a plurality of route features comprising comers.

[0087] In another form, the system further comprises a mapping module for initially mapping the predetermined route and its associated route features.

[0088] In another form, mapping the predetermined route and its associated route features by the mapping module comprises determining for one or more of the comers: a comer entry location; and a comer exit location.

[0089] In another form, mapping the predetermined route and its associated route features comprises determining one or more comparison points along the predetermined route.

[0090] In another form, a difference in vehicle speed between a current lap and a previous lap is determined at a selected comparison point and indicated to the driver.

[0091] In another form, a difference in elapsed lap time between a current lap and a previous lap is determined at a selected comparison point and indicated to the driver.

[0092] In another form, initially mapping the predetermined route and its associated route features by the mapping module comprises mapping a plurality of driving lines for a route feature, wherein the plurality of driving lines corresponds to different predetermined routes that a vehicle may adopt when traversing the route feature.

[0093] In another form, the vehicle dynamics module is further configured for: determining a lateral G-force of the vehicle when traversing a route feature in the form of a comer; comparing the determined lateral G-force with a G-force profile characterising the cornering performance of the vehicle to determine a cornering grip measure; and indicating the cornering grip measure to the driver.

[0094] In another form, the system further comprises a driver output interface to indicate to the driver the feedback indication.

[0095] In another form, the driver output interface comprises an in-vehicle display.

[0096] In a fourth aspect, the present disclosure provides a system for generating a feedback indication to a driver in control of a vehicle driving a predetermined route, comprising means to carry out the method in accordance with the first aspect of the present disclosure.

[0097] In a fifth aspect, the present disclosure provides a computer system for generating a feedback indication to a driver in control of a virtual vehicle driving a simulated predetermined route comprising:a data processor configured to execute instructions in accordance with the method in accordance with the second aspect of the present disclosure.

[0098] In another form, the computer system further comprises an output interface for communicating the feedback indication to the driver in control of the virtual vehicle.

[0099] In another form, the output interface comprises a display of the computer system.

[0100] In a sixth aspect, the present disclosure provides a computer system for generating a feedback indication to a driver in control of a virtual vehicle driving a simulated predetermined route comprising means to carry out the method in accordance with the second aspect of the present disclosure.

[0101] In a seventh aspect, the present disclosure provides a computer-implemented simulator system for a driver controlling a virtual vehicle along a simulated predetermined route comprising at least one simulated route feature, the simulator comprising at least one data processor and associated data storage and comprising: a driver control module to receive driver control inputs; a physics engine module to generate current virtual vehicle position, speed and acceleration based on the simulated predetermined route and driver control inputs; a virtual environment module for generating a virtual environment for the driver in accordance with current vehicle position, speed and acceleration; and a feedback indication module configured to generate a feedback indication in accordance with the method in accordance with the second aspect of the present disclosure.

[0102] In another form, the virtual environment module is configured for providing the feedback indication to the driver.

[0103] In another form, the virtual environment module comprises at least one of: a graphics engine and display for generating and displaying a rendered scene corresponding to a current drivers view; an audio engine for generating audio information; or a tactile response engine for generating tactile information.

[0104] In another form, the simulator system comprises: a motion platform to simulate movement of the vehicle and wherein the virtual environment module comprises a motion control engine to generate motion control information to control the motion platform.

[0105] In an eighth aspect, the present disclosure provides one or more computer-readable storage mediums storing computer-executable instructions that when executed by a computing system control the computing system to perform a method for generating a feedback indication to a driver in control of a virtual vehicle driving a simulated predetermined route in accordance with the method of the first and / or second aspects of the present disclosure.BRIEF DESCRIPTION OF DRAWINGS

[0106] Embodiments of the present disclosure will be discussed with reference to the accompanying drawings wherein:

[0107] FIG. 1 is a flow diagram of an example method for generating a feedback indication to a driver in control of a vehicle in accordance with some embodiments of the present disclosure;

[0108] FIG. 2A is a flow diagram of an example method for generating a feedback indication to a driver to commence decelerating in accordance with some embodiments of the present disclosure;

[0109] FIG. 2B is a figurative view showing a vehicle proceeding towards a comer in accordance with some embodiments of the present disclosure;

[0110] FIG. 2C is a figurative view showing a vehicle approaching a comer in accordance with some embodiments of the present disclosure;

[0111] FIG. 2D is a figurative view showing a vehicle braking in a comer in accordance with some embodiments of the present disclosure;

[0112] FIG. 2E is a figurative view of a comer showing the various driving lines that the driver may adopt when traversing the comer in accordance with some embodiments of the present disclosure;

[0113] FIG. 3 A is a flow diagram of an example method for generating a feedback indication to a driver in control of a vehicle in accordance with an embodiment of the present disclosure;

[0114] FIG. 3B is a flow diagram of an example method for generating a feedback indication to a driver in control of a vehicle in accordance with another embodiment of the present disclosure;

[0115] FIG. 4 is an example system for generating a feedback indication to a driver in control of a vehicle in accordance with an embodiment of the present disclosure;

[0116] FIG. 5 is an example display for displaying a feedback indication to a driver in control of a vehicle in accordance with an illustrative embodiment;

[0117] FIG. 6 is an example vehicle dynamics module in accordance with an embodiment of the present disclosure configured for a real world application;

[0118] FIG. 7 is an example positioning determining module in accordance with an embodiment of the present disclosure configured for a real world application;

[0119] FIG. 8 is a flow diagram of an example method for determining the onset timing of a change in acceleration in accordance with some embodiments;

[0120] FIG. 9A is a surface plot of the lateral G-force as a function of vehicle speed and turn radius in accordance with some embodiments;

[0121] FIG. 9B is a surface plot of the lateral G-force as a function of vehicle speed and steering angle in accordance with some embodiments;

[0122] FIG. 10 is atop view of a vehicle located on track having lateral extent and incorporating a location grid in accordance with some embodiments;

[0123] FIG. 11 is an example simulator system incorporating a feedback indication system configured for the control of a virtual vehicle driving a predetermined virtual route in accordance with an illustrative embodiment; and

[0124] FIG. 12 is an example virtual environment module 900 according to an illustrative embodiment.

[0125] In the following description, like reference characters designate like or corresponding parts throughout the figures.DESCRIPTION OF EMBODIMENTS

[0126] Referring now to FIG. 1, there is shown a flow diagram of an example method 100 for generating a feedback indication to a driver in control of a vehicle driving a predetermined route according to an embodiment of the present disclosure.

[0127] By way of overview, method 100 comprises at step 110 determining a current vehicle acceleration, speed and position of a vehicle as the vehicle approaches and then traverses a route featurewhere the route feature is a characteristic of the route that involves at least a change in speed of the vehicle. In one example, a route feature may comprise a change in elevation of the driving surface, where the driver of the vehicle must proactively compensate for reasons such as safety or efficiency, eg, applying more power (in the case of an incline) or braking (in the case of a decline) to maintain a speed. In another example, a route feature may comprise a stopping point or target destination in the predetermined route, where a vehicle (eg, a heavy haulage vehicle is required to decelerate to a stop within a defined target zone). In yet another example, a route feature may comprise a change in driving surface conditions such as in one example, a change from a sealed tarmac roadway that transitions to gravel, or vice versa, where the driver of a vehicle must make necessary adjustments to both the vehicle controls and their driving style to successfully transition to the new surface without incident.

[0128] In another example, the change in speed of the vehicle involves an initial deceleration and then acceleration of the vehicle as it traverses the route feature. In one example, the route feature comprises a comer or change in direction of the vehicle where the driver decelerates to initially navigate the comer and then accelerates from the comer.

[0129] Some examples of a driver in control of vehicle driving a predetermined route as contemplated by the present disclosure include, but are not limited to, a powered vehicle having an acceleration and / or deceleration arrangement such as a car, motorbike, truck, e-bike, snow mobile, segway, scooter, aircraft, drone (eg, racing or first person view (FPV)) or human powered vehicle such as a bicycle traversing a road, path, lane, track or equivalent; a powered guided vehicle having a deceleration arrangement such as a train, monorail, locomotive or funicular that is guided along a predetermined route by a rail or equivalent guidance arrangement including, but not limited to, a guideway (in the case of maglev locomotives), or cable cars.

[0130] At step 120, method 100 comprises generating a feedback indication to the driver to commence a change in speed in order to negotiate or navigate the route feature. In one example, the feedback indication is based on the current vehicle acceleration, speed and location along the predetermined route, a characteristic acceleration capability of the vehicle and a target vehicle speed for traversing the route feature.

[0131] Referring now to FIG. 2A, there is shown a flow diagram of an example method 200 for generating a feedback indication to a driver to commence a change in speed in accordance with embodiments of the present disclosure. In one example, step 120 of method 100 may be implemented in accordance with method 200.

[0132] At step 210, method 200 comprises turning on and maintaining a feedback indicator in an on status on approach to the route feature. At step 220, method 200 then comprises turning off the feedback indicator to indicate the driver to commence the change in speed of the vehicle.

[0133] Considering the embodiment, where the change in speed of the vehicle involves a deceleration or braking of the vehicle, in one example, turning on and maintaining the feedback indicator comprises determining that the current vehicle position is a predetermined distance from a braking start position for the route feature. In one example, the braking start position is determined based on the location on the route where the vehicle would need to start braking to achieve the target minimum vehicle speed based on the nominal vehicle deceleration and the current vehicle acceleration and speed.

[0134] In one example, the feedback indicator is then turned off when the vehicle is at the braking start position to indicate to the driver to commence decelerating the vehicle.

[0135] In one example, the predetermined distance is derived from a predetermined time that would be required to traverse the predetermined distance. In this manner, the predetermined time may be selected to include a time component corresponding to the duration of the feedback indicator on status (eg, 1.0 seconds, 2.5 seconds, etc) and time component corresponding to the driver reaction time. In this manner, a driver will expect the feedback indicator to be turned on for a time approximating the set duration of the feedback indicator on status before it will be turned off to indicate to the driver to decelerate the vehicle by applying the brake.

[0136] Referring now to FIGS. 2B-2D, there are shown figurative views showing a vehicle 250 proceeding towards a comer 270 (FIG. 2B), approaching the comer 270 (FIG. 2C) and braking in the comer (FIG. 2D) in accordance with some embodiments.

[0137] As depicted, the distance along the track is defined to be s and for comer 270, the midcomer position is defined to be sMCrepresenting the location on the predetermined route where the target minimum vehicle speed vTis to be achieved. As will be described, the mid-comer position in some embodiments may be defined or nominated by a driver through initial mapping of the predetermined route. Vehicle 250 which is approaching a comer in FIG. 2B may be characterised for a given time instant teto have a position along the route sveh, a speed along the route vvelland an acceleration along the route of aveh. In various example, the values for vvehand / or avehmay be determined indirectly from the time dependent behaviour of sveh.

[0138] It is noted in this formalism, that these quantities may be defined as scalars as they are defined with respect to traversal along the predetermined route (ie, increasing or decreasing s). In this formalism, the distance from the current position svehalong the route to mid-comer distance sMCfor agiven time instant temay be defined as dMC, this being the distance that vehicle will need to cover along the route before arriving at the mid-comer position sMC.

[0139] It will be appreciated that the predetermined route may be defined by any suitable representation and / or coordinate system configured to represent a general curvilinear path and which allows for the distance from a current point on the route to another point to be determined. In one example, the representation may be in the form of a piecewise linear representation having a selected spacing to approximate the curved route. In another example, the representation may employ any suitable degree polynomial or spline representation of the path.

[0140] As noted above, in one example turning on and maintain the feedback indicator comprises determining that the current vehicle position is a predetermined distance from a braking start position for the route feature. In one example, the predetermined distance is determined based on a driver reaction time and an expected duration of the feedback indicator on status. In one example, the predicted distance dPREDalong the route that would be covered by the vehicle as well as its anticipated speed vPREDis determined for the future time point tC0Mcorresponding to the feedback indicator “on” time t0N(ie, the predetermined time the indicator remains on before turning off to indicate to commence braking) plus the driver reaction time tRT. Accordingly, the time period tC0Mmay be expressed as follows:Equation 1

[0141] As would be appreciated, the distance dPREDcovered by the vehicle along the predetermined route over time period tC0Mcorresponds to the distance that would be covered at the vehicle’s current velocity and acceleration (ie, vvehand aveh) for the time period corresponding to the feedback indicator turning on (ie, expect to commence braking) and then off (ie, commence braking) plus the reaction time of the driver (ie, the time when the driver will actually commence braking once the indicator has turned off). vPREDmay be determined as follows:VPRED= Vveh +aveh^coM Equation 2

[0142] with dPREDthen determined in accordance with:Equation 3

[0143] In this manner, the compensated distance dC0MP(ie. compensated for indicator on time duration and the driver reaction time) to the mid-comer position dMCmay be determined in accordance with the following relationship: dcoMP=dMC— dPREDEquation 4

[0144] As can be seen from Equation 4, dC0MPis the distance from sMCavailable to the driver to brake taking into account the indicator status on period and then the driver reaction time.

[0145] Based on vPREDthe braking start position dDEC, ie the distance along the route required to decelerate the vehicle to the target minimum vehicle speed vT, may be determined as follows Equation 5

[0146] where aDECis the vehicle deceleration capability once the braking commences.

[0147] As would be appreciated, dC0MPand dDECmay be essentially continuously calculated (eg, at an update rate of 20 Hz) as vehicle 250 proceeds towards the comer 270.

[0148] Referring now to FIG. 2C, which now shows the vehicle 250 approaching the comer at time instant t'e, with corresponding position s'veh, velocity v'vehand acceleration a!vehand updated compensated distance d'C0MPand deceleration distance d'DECas depicted.

[0149] In one example, the feedback indicator is turned on when d'DECexceeds d'C0MP, ie, the calculated compensated distance taking into account the on time of the status indicator and the reaction time of the driver is less than the distance required to decelerate to the vehicle to the target minimum vehicle speed. In this case, the current vehicle position will be a predetermined distance defined by the updated value for d'PRED(based on the driver reaction time and the duration of the feedback indicator on status) from the braking start position defined by the update value for d'DECwhich is based on the vehicle deceleration capability and the anticipated vehicle speed (ie, v'PRED) at the braking start position.

[0150] In accordance with the present disclosure, once the feedback indicator has been turned on the driver will be aware that the indicator will turn off after a time period (approximating the duration of the feedback indicator on status, ie Atow) to indicate that deceleration should be commenced.

[0151] Referring now to FIG. 2D, there is shown a figurative view of when the vehicle 250 will commence braking in the comer 270. Now that the status light is on, and understanding that the vehicle isstill accelerating, then the predicted speed vRTand the distance to the mid comer position dRTat a future time corresponding to the current time and compensating for the reaction time of the driver AtRTmay be calculated as follows:VRT =V"veh + a”veh^RT Equation 6

[0152] The calculated distance dRTto the comer after AtRTmay be determined as follows: with: Equation 7

[0153] for current velocity v"vehand acceleration a"vehof the vehicle.

[0154] Based on the calculated vRTan updated braking start position corresponding to the distance along the route dDECrequired to decelerate the vehicle to the target minimum vehicle speed vTmay be determined as follows: Equation 8

[0155] where again aDECis the deceleration of the vehicle once the braking commences.

[0156] In one example, the feedback indicator is turned off when dDECexceeds dRT, ie, the calculated distance to the mid comer position compensating for the reaction time of the driver is less than distance required to decelerate to the vehicle to the target minimum vehicle speed. In this manner, the feedback indicator is turned off when the current vehicle position is at an updated braking start position that has compensated for the driver reaction time.

[0157] In one example, the characteristic acceleration capability of the vehicle (eg, the vehicle deceleration capability) and the target vehicle speed (eg, target minimum vehicle speed) may be determined by a driver initially traversing the route feature and determining a braking start velocity and an associated braking start position on the route corresponding to when the driver commences braking or decelerating and an acceleration start velocity and associated acceleration start position corresponding to when the driver commences accelerating from the route feature.

[0158] In this example, the vehicle deceleration capability may be determined based on the braking start velocity and the acceleration start velocity and the distance traversed between the braking start position and the acceleration start position. Furthermore, the target minimum vehicle speed may beset to the measured acceleration start velocity of the vehicle as this represents the minimum speed of the vehicle as it traverses the route feature.

[0159] Taking the non-limiting example of a driver driving laps of a closed loop driving circuit, a driver may drive an initial lap of the circuit to determine respective vehicle deceleration capabilities, target minimum vehicle speeds and mid-comer positions for each route feature on the circuit and these would then be employed for the next lap. In other examples, the vehicle deceleration capability may be set by the driver based on the vehicle characteristics.

[0160] In one example, the vehicle deceleration capabilities, target minimum vehicle speeds and mid-comer positions may be set once only for each of the route features, when the driver initially encounters them while driving the circuit.

[0161] In another example, the vehicle deceleration capabilities, target minimum vehicle speeds and mid-comer positions may be repeatedly re-determined each time the driver encounters the route feature again, to ensure that changes in deceleration capability, track conditions, vehicle conditions, etc, are continually accounted for when the required deceleration distances for the route features are calculated.

[0162] Referring now to FIG 2E, there is shown a figurative view of a comer 285 showing various driving lines 290A-290C that a driver may adopt when traversing the comer. In this example, three driving lines are shown corresponding to an outside driving line 290A (eg, when a driver is forced wide when negotiating comer by the presence of another vehicle on the inside), a middle driving line 290B (eg, where the driver is free to adopt the optimal driving line) and an inside driving line 290C (eg, when the driver is forced to comer tightly because of the presence of another vehicle on the outside).

[0163] As would be appreciated, while three indicative driving lines are shown for this route feature, the number of driving lines may be varied as required for the given route feature. As can be seen, the driving line indicates a route variation of the vehicle with respect to the original predetermined route (eg, the optimal driving line). In effect, the driver is now traversing the route feature by adopting a new predetermine route that corresponds to the different driving line and this new route will traverse the comer following a different path. These routes are predetermined in the sense that they have been defined for a route feature, such as a comer, either through a track or route mapping exercise by the driver driving the different routes which are then stored and / or the routes being notionally defined for each comer.

[0164] In one example, the present disclosure involves identifying that the vehicle is adopting a particular driving line when traversing the route feature indicating that the driver is adopting a different predetermined route (eg, inside driving line) and then generating a feedback indication based additionallyon the identified different predetermined route. In one example, the target vehicle speed for the route feature may be modified based on which driving line has been adopted by the vehicle. Taking the example of a comer, the target minimum vehicle speed for the comer may be modified based on which driving line has been identified as being adopted by the vehicle for the comer.

[0165] As would be appreciated, this ability to identify which driving line a vehicle has adopted and then modify the feedback indication behaviour based on the identified driving line allows method and systems in accordance with the present disclosure to, in one example, dynamically respond to the driver’s behaviour where they may wish to practise different driving lines for a selected comer on successive laps of a race track to better simulate racing conditions.

[0166] Referring now to FIG. 3 A, there is shown a flow diagram of an example method 300 for generating a feedback indication to a driver in control of a vehicle driving a predetermined route according to an embodiment of the present disclosure.

[0167] At step 310, the target minimum vehicle speed is modified following traversing the route feature to determine a modified target minimum vehicle speed and at step 320 a characteristic of the feedback indicator for the route feature is varied based on the target minimum vehicle speed and the modified target minimum vehicle speed.

[0168] In one example, varying the characteristic of the feedback indicator for the route feature comprises selecting a first value for the characteristic of the feedback indicator where the modified target minimum speed is greater than the target minimum speed, selecting a second value for the characteristic of the feedback indicator where the modified target minimum speed is less than the target minimum speed, or selecting a third value for the characteristic of the feedback indicator where the modified target minimum speed is equal to the target minimum speed.

[0169] Again, taking the example of a driver driving laps of a circuit, the driver may wish to increase their target minimum vehicle speed for a route feature such as a comer. In this manner, the modified target minimum speed is greater than the target minimum speed and this will imply a first value for the characteristic of the feedback indicator.

[0170] Taking the example where the feedback indicator is a visual indicator such as a light, the characteristic of the feedback indicator may be the colour. In this example, different values for the characteristic would correspond to different colours. In one example, the feedback indicator may be a green light if the modified target minimum speed is greater than the original target minimum speed for the route features, a yellow light if the modified target minimum speed is equal to the original target minimum speed for the route feature and a red light if the modified target minimum speed is greater thanthe original target minimum speed. In this manner, a driver will be immediately appraised as what the expected target minimum speed will be for that comer relative to a previous encounter with the comer.

[0171] Referring now to FIG. 3B, there is shown a flow diagram of an example method 350 for generating a feedback indication to a driver in control of a vehicle in accordance with another embodiment of the present disclosure. At step 360, a braking distance offset is modified following traversing the route feature to determine a modified braking distance offset and at step 370 a characteristic of the feedback indicator for the route feature is varied based on the braking distance offset and the modified braking distance offset.

[0172] In one example, the braking distance offset is applied to the braking distance based on the determination of the braking start position dDECdetermined in accordance with Equation 5 and the updated braking start position d''DECdetermined in accordance with Equation 8 (ie, the base braking distance). In this manner, the required braking distance or base braking distance which has been determined in accordance with Equations 5 and 8 to allow the vehicle to reach the target minimum vehicle speed for the comer is changed via the braking distance offset that is applied. If the braking distance offset is a positive value, then the total braking distance will be increased and further increasing the braking distance offset (eg, incrementally) will further increase the total braking distance. Similarly, if the braking distance offset is a negative value, then the total braking distance will be reduced and further reducing the braking distance offset (eg, incrementally) will further decrease the total braking distance.

[0173] In one example, varying the characteristic of the feedback indicator for the route feature comprises selecting a first value for the characteristic of the feedback indicator where the modified braking distance offset is greater than the previous value for the braking distance offset (which may be zero), selecting a second value for the characteristic of the feedback indicator where the modified braking distance offset is less than the previous value for the braking distance offset, or selecting a third value for the characteristic of the feedback indicator where the modified braking distance offset is unchanged from the previous value for the braking distance offset.

[0174] In one example, the characteristic of the feedback indicator is varied in the manner described in the above paragraph only when the vehicle deceleration capabilities, target minimum vehicle speeds and mid-comer positions are initially set once only for each of the route features, when the driver encounters them while driving the circuit the first time.

[0175] In another example, varying the characteristic of the feedback indicator for the route feature comprises selecting a first value for the characteristic of the feedback indicator where the modified braking distance offset is positive, selecting a second value for the characteristic of the feedback indicator where the modified braking distance offset is negative, or selecting a third value forthe characteristic of the feedback indicator where the modified braking distance offset is equal to the base braking distance.

[0176] In one example, the characteristic of the feedback indicator is varied in the manner described in the above paragraph only when the vehicle deceleration capabilities, target minimum vehicle speeds and mid-comer positions are repeatedly re-determined each time the driver encounters the route feature again.

[0177] Taking the example where the feedback indicator is a visual indicator such as a light, the characteristic of the feedback indicator may be the colour. In this example, different values for the characteristic would correspond to different colours. In one example, the feedback indicator may be a green light if the modified braking distance offset is negative for the route feature (ie, a vehicle’s distance to the comer when the feedback indicator turns off is less than or equal to a shorter distance than that required to brake to reach the target minimum vehicle speed in the comer), a yellow light if the modified braking distance offset is zero (ie, a vehicle’s distance to the comer when the feedback indicator turns off is less than or equal to the distance required to brake so that the target minimum vehicle speed can be reached in the comer) and a red light if the modified braking distance offset is positive (ie, a vehicle’s distance to the comer when the feedback indicator turns off is less than or equal to a longer distance than that required to brake to reach the target minimum vehicle speed in the comer).

[0178] In this manner, a driver will be immediately appraised as to whether they will be braking over a distance that is longer, shorter or equal to the required distance that braking would need to occur over in order to reach the target minimum comer speed that was achieved on the previous encounter with the comer, provided they brake at the same intensity as they did on that previous encounter.

[0179] In one example in which the target minimum vehicle speeds and mid-comer positions for each of the route features are continually updated after each encounter, varying the characteristic of the feedback indicator for each route feature comprises first determining a base braking distance for a particular route feature, that is required to allow the vehicle to reach the target minimum speed at the same mid-comer position as was achieved on the previous encounter with that route feature, then selecting a first value for the characteristic of the feedback indicator where there is no additional braking distance offset applied to the base braking distance, selecting a second value for the characteristic of the feedback indicator where a positive offset has been applied to the base braking distance, resulting in a total braking distance that is longer than that of the base braking distance, or selecting a third value for the characteristic of the feedback indicator where a negative offset has been applied, resulting in a total braking distance that is shorter than that of the base braking distance.

[0180] In this example, when the driver traverses each route feature and records an updated target minimum comer speed and mid-comer position, the braking distance offset for that route feature resets to zero, and then following traversal of the route feature, the driver has the option to set a new braking offset to be applied on the next encounter of that route feature.

[0181] As would be appreciated, the feedback indicator may be any type of indicator that can be sensed by the driver in control of the vehicle. In one example, the feedback indicator is an audible signal. In various examples, the characteristic of the audible signal that may be varied in accordance with the modified target minimum speed is the pitch or frequency. In another example, the intensity of the audible signal is varied. In another example, the feedback indicator is a tactile indicator that can be felt by the driver. In the example the tactile indicator may be a vibration of a steering control being operated by the driver to control the direction of the vehicle. In various examples, the characteristic of the tactile signal that may be varied in accordance with the modified target minimum speed or braking distance offset may be the frequency and / or intensity of the vibration generated.

[0182] In another example, where a driver is driving laps of a virtual race circuit such as in a simulator or gaming context, the feedback indicator could take the form of an augmented brake marker such as a sign or other similar graphic, which is superimposed onto the virtual racetrack. In this example, the superimposed brake marker may be displayed to the driver when the position on the racetrack where they will need to start braking comes into view on the screen of the simulator, then when the vehicle passes the superimposed brake marker, and it goes out of view, this signals the driver to start braking.

[0183] As a driver of the vehicle approaches a comer, the position of its corresponding superimposed brake marker would continually vary, depending on factors such as vehicle speed and / or acceleration, such that at any instant, the brake marker is virtually placed at the exact location that the driver would need to start braking in order to reach the target minimum vehicle speed for that comer that has been set forthat lap. In one example, a characteristic of the superimposed brake marker such as, but not limited to, its colour, could be used to indicate whether a braking distance offset has been applied to the brake marker for the upcoming comer. In this example, the brake marker being displayed in one colour would indicate that no braking distance offset has been applied, a second colour would indicate a positive offset, and a third colour would indicate a negative offset such as described above. In various other examples, audible and / or tactile feedback may be provided to driver of the simulated vehicle as described above in the case of a real world vehicle.

[0184] In other examples, the feedback indicator may be a combination of any one or more of a tactile, audio or visual indicator.

[0185] In one example of a vehicle decelerating and then accelerating through a comer, to further compliment the deceleration feedback indicator, the appropriate gear that should be selected at the end of the deceleration event when the target minimum speed is reached, that will allow the vehicle to accelerate out of the comer at the fastest possible rate, is also communicated to the driver, through method / s such as, but not limited to, a graphical display or indicator light / s to allow the driver to further optimise and reduce the total cornering time.

[0186] In one example, method and systems in accordance with the present disclosure further comprise determining the reaction time of a driver by having the driver control the vehicle at a substantially constant speed and then providing an indication to the driver to commence deceleration. The reaction time is then determined as the measured time difference between the indication being provided and the time the vehicle commences deceleration. In one example, the time that the vehicle commences deceleration is determined by measuring the time when a driver actuates a deceleration control for the vehicle. In another example, the time that the vehicle commences deceleration is determined by directly measuring the acceleration or G-force of the vehicle.

[0187] Taking the example of a driver on a racetrack, the driver may be requested to head to a long straight on a racetrack and then directed to keep a steady speed. An indicator light will then illuminate at a random time indicating to the driver to commence deceleration and then the time the vehicle commences deceleration is determined by an on-board accelerometer. In one example, this process is repeated a number of times to establish an average reaction time.

[0188] In various aspects, the reaction time determining process may occur multiple times at various speeds to determine the combined latency resulting from factors including, but not limited to, the driver’s reaction response, the delay from the driver switching from the accelerator control to the brake control, and / or other vehicle specific delays relating to the onset of deceleration, known as brake lag (eg. from air in brake lines, flexing of non-rigid brake lines, electrical based delays in regenerative braking, etc).

[0189] In one example, the determined driver reaction time is updated by determining a reaction time delay between the feedback indicator turning off and deceleration commencing and then updating the driver reaction time based on the determined reaction time delay as they traverse the predetermined route and encounter route features. In this example, the reaction time updating process is incorporated into method 100, where the response time delay is measured from the turning off of the feedback indication 125 until the time the vehicle commences deceleration. This response time delay is then incorporated into the baseline average that was previously established. This update process may be repeated for every instance that feedback indication 125 of method 100 is turned off as a result enabling the reaction time to adapt to the driver throughout a driving session.

[0190] In a further example, a fatigue warning, indication or alarm may be generated if the measured or updated reaction time delay after turning off feedback indicator 125 exceeds a predetermined time. In one example, the predetermined time is a previously determined reaction time delay (eg, from the start of the session or a set threshold reaction time) and the reaction time delay exceeds the previously determined reaction time delay by a predetermined amount indicating that the driver is potentially tiring.

[0191] Methods and systems in accordance with the present disclosure may be used to train a driver to drive the predetermined route and improve their performance in negotiating route features. Once again taking the example of race car driver seeking to improve their braking performance when traversing comers of a racetrack. Consider where a driver has already traversed the racetrack and initial target minimum vehicle speeds have been determined for each comer of the racetrack. In another example, the initial target minimum vehicle speeds may be loaded from a previous session or be nominated or set to predetermined values in accordance with the expected driver performance. In another example, the driver may have driven different driving lines for each comer corresponding to different predetermined routes through the route feature.

[0192] Consider the case of a driver who improves their minimum vehicle speed for the first comer resulting in a faster exit speed from the comer. This will then equate to a higher maximum straight-line speed between comers one and two. If the driver chooses to repeat the target minimum vehicle speed of the second comer using the same deceleration, then deceleration of the vehicle must commence earlier.

[0193] In one example, as the driver approaches a comer, a single ‘anticipation’ light (ie, feedback indication) illuminates approximately 1.0 seconds before the car reaches the dynamic brake marker (ie, braking start position). The braking start position is then communicated to the driver via the light turning off. The light illumination and turn off events are both reaction time compensated, based on the measured reaction time of the driver during the calibration stage.

[0194] Once the driver enters the turn, the (minimum) mid-comer speed (ie minimum vehicle speed) reached is determined by monitoring the point that the driver stops decelerating and starts accelerating. In one example, the driver will then pass through a driver nominated reference point for that comer (nominated during the track mapping exercise) the elapsed lap time and speed of the car is determined and displayed to the driver for comparative purposes.

[0195] Once the driver exits the comer, they then can either increase or decrease that comers target mid-comer speed (ie, target minimum vehicle speed) for the next lap in fixed increments, via first and second control inputs / buttons located on the steering wheel.

[0196] In one example, a press of the first button triggers a 4 km / h reduction in target mid-comer speed, while the second button triggers a 4 km / h increase in in target mid-comer speed for the next lap. The buttons may be pressed multiple times allowing the driver to dynamically adjust the target midcomer speed by 4km / h increments. The target mid-comer speed for the previous comer can be adjusted right up until the car passes through the next comer.

[0197] In accordance with embodiments of the present disclosure, when the driver approaches a comer, the anticipation light indicates whether a net increase, decrease, or no change in speed was requested for this comer by the driver on the last lap. If the amber light is used as the anticipation light, this indicates that the target speed is the same as the mid-comer speed achieved on the last lap. If the green light is used as the anticipation light, this indicates that the target speed was increased via the buttons on the last lap. If the red light is used as the anticipation light, this indicates that the target speed was decreased via the buttons on the last lap.

[0198] In another example, where the driver modifies the vehicle braking distance offset following traversing the route feature, once the driver exits the comer, they can then either increase or decrease a braking distance offset value for that comer in fixed increments using first and second control inputs, which is then applied to the behaviour of the feedback indicator for that comer as previously described. In various examples, the control inputs may comprise, but not be limited to: buttons located on the steering wheel, rotary buttons / encoders, voice commands or touchscreen inputs.

[0199] In one example where the control inputs are buttons, a press of the first button applies a 1 metre subtraction to the braking distance offset that will be applied to base braking distance for that comer for the next lap, while the second button correspondingly triggers a 1 metre addition to the braking distance offset. In other examples, the increment in braking distance offset may be ±0.5 m, ±1.5 m, ±2 m, ±2.5 m, ±3 m, ±3.5 m or ±4 m. The buttons may be pressed multiple times allowing the driver to dynamically adjust the behaviour of the feedback indicator by increasing or decreasing the braking distance offset for each comer in 1 metre increments (as an example). In various examples the braking distance offset that will be applied to the previous comer on the next lap may be adjusted right up until the vehicle passes through the next comer.

[0200] In accordance with embodiments of the present disclosure, when the driver approaches a comer, the anticipation light indicates whether a net increase, decrease, or no change in the behaviour of the feedback indicator was requested for this comer by the driver on the last lap. If the yellow light is displayed as the anticipation light, this indicates that the braking distance offset is the same as the last lap for the same comer. If the green light is used as the anticipation light, this indicates that the location on the comer where the feedback indicator turns off is closer towards the comer compared to the default position, via the buttons on the last lap. If the red light is displayed as the anticipation light, this indicatesthat the feedback indicator turns off at a location moved further away from the comer compared to the default position, via the control inputs on the last lap.

[0201] In another example, the vehicle is a heavy haulage vehicle travelling a predetermine route to convey a load from a loading location to an off-loading location. Industries such as mining and transport involving heavy haulage are constantly working to improve safety and efficiency. Methods and systems for generating a feedback indication to a driver in control of a heavy haulage vehicle in accordance with the present disclosure will assist in achieving the safest optimal cornering speed and accurate parking / stopping for loading and unloading.

[0202] In another example, the vehicle may be a guided vehicle such a train on a railway track. Again, the presently disclosed methods and systems will assist a driver in control of the train to the safest optimal cornering speed or to come to an accurate stop.

[0203] In another example, the vehicle is a drift car where the driver uses the handbrake, footbrake, clutch-kicking or weight transfer to initiate or adjust the drift as needed. A drifting driver must be extremely accurate in knowing when to initiate a drift, as even small errors in timing can drastically affect the execution and outcome.

[0204] In another example the vehicle is a rally car where the driver has a navigator using pace notes, a shorthand system to convey information quickly and clearly. Common elements include “Comer Severity” where comers are graded on a scale, often from 1 (tight) to 6 (fast), where a "1" might represent a sharp hairpin and a "6" a gentle bend. In this application the anticipation light would be used to inform the driver where to brake based on the current speed, known calibrated deceleration rate and cloud based comparable brake data gathered from other drivers that have already traversed the route.

[0205] Further to the rally driving example where the pace notes have not been compiled at race speed, the comparable brake data can be calculated and applied to the virtual pace notes through a process of initial calibration during the first rally stage where comer graded scales are attributed with braking distances of X meters for a given speed.

[0206] Collection of crowd sourced data regarding grip levels / environmental / track conditions from entrants using the technology at the front of the pack, may be used to provide real time customised / calibrated brake markers for those yet to cover that part of the track / course. Using this feature the elements of the track / course may be mapped or calibrated on the fly, rather than beforehand, as the course is usually covered only once, unlike circuit racing.

[0207] In yet another example, the vehicle may be a human powered bicycle descending along a predetermined route. As would be appreciated, the presently described methods and systems would allow a bike rider to optimise the bike cornering as a result improving the bike handling and descending capabilities.

[0208] Referring now to FIG. 4, there is shown an example system 400 for generating a feedback indication to a driver in control of a vehicle according to an embodiment of the present disclosure. In various examples, system 400 may be configured to implement or carry out method 100 as illustrated in FIG. 1 (and also FIGS. 2A; and 3 A and 3B referred to above).

[0209] In this example, system 400 comprises a vehicle dynamics module 420 for determining a current vehicle acceleration, speed and position of a vehicle while it approaches and then traverses a route feature that involves a change in speed of the vehicle and a feedback indication module 430 for generating a feedback indication to the driver to commence the change in speed for the route feature. In one example, the feedback indication based on the determined current acceleration, speed and position of the vehicle, a characteristic acceleration capability of the vehicle and a target vehicle speed for traversing the route feature.

[0210] Feedback indication system 400 further comprises at least one processor 410 configured to execute at least the feedback indication module and may include an optional driver output interface 460 (eg, display) to communicate the feedback indication to the driver input interface 450 to allow an operator to interact with system 400 where required (eg, driver determining a modified target minimum speed or braking distance offset).

[0211] Feedback indication system 400 includes storage 440 that may include one or more storage devices or non-transitory computer-readable media having encoded on the media one or more computer-executable instructions or software for implementing techniques as variously described in this disclosure. Storage 440 may include a computer system memory or random access memory, such as a durable disk storage (which may include any suitable optical or magnetic durable storage device, eg, RAM, ROM, Flash, USB drive, or other semiconductor-based storage medium), a hard-drive, CD-ROM, or other computer readable media, for storing data and computer-readable instructions or software that implement various embodiments as taught in this disclosure.

[0212] Referring now to FIG. 5, there is shown an example display 500 for displaying a feedback indication to a driver in control of a vehicle according to an illustrative embodiment. In one example, display 500 may comprise driver output interface 460 illustrated in FIG. 4. In this example, display 500 indicates the approach comer number 510 that the vehicle is approaching, the speed 520 achieved at a comer reference location defined for the particular comer and the change in speed 530 atthis comer reference location. In this example, display 500 also displays the lap time difference 540 at the comer reference location compared to the previous lap.

[0213] For this example, where the vehicle’s acceleration of G-force is measured the left vertical bar graph indicator 550A shows the peak deceleration G-forces measured for the current comer on the current lap while the right vertical bar graph indicator 550B shows the peak deceleration G forces measured for the current comer over the entire session which will typically comprise multiple laps. A discrepancy between the two vertical indicators 550A, 550B may indicate a change in vehicle and / or track characteristics (eg, brake fade, tyre wear etc indicates a reduction in G-force whereas fuel weight can give extra downforce on the tyres and therefore increase grip levels and therefore deceleration capacity).

[0214] In other examples, display 500 may indicate the average comer speed / time from entry to exit, the actual percentage difference in mid-comer speeds, target minimum vehicle speed for the comer. As would be appreciated, display 500 will allow the driver to incrementally increase or decrease minimum vehicle speed for the comer based on their comfort level, confidence, tyre temperature and pressure, fuel load and grip levels.

[0215] In one example, display 500 may be fully or partly implemented on a smartphone or tablet operating a display interface which would receive display data to be displayed via a wireless interface such as Wi-Fi or Bluetooth.

[0216] In one example, display 500 may indicate the optimal gear to be selected at the end of the deceleration event when the target minimum speed is reached where selection of the optimal gear will allow the vehicle to accelerate out of the comer at the fastest possible rate and further reduce the total comer time. In another example, the indication of the optimal gear may be provided by other audio, tactile and / or visual means.

[0217] System 400 may be configured for either a “real” world or virtual application. An example real world application would be a driver in control of a vehicle driving a predetermined route in the real world. An example might be a driver controlling a vehicle on a road or track. Another example might be a driver controlling a tmck or other industrial vehicle. In other examples, the driver may be remotely located from the vehicle but otherwise controlling the vehicle by a remote communications link to drive a predetermined route in the real world.

[0218] Example virtual applications would be a driver in control of a vehicle operating in a simulator or game environment where there is a virtual vehicle controlled by the driver that is driving asimulated predetermined route where there are simulated route features. As would be appreciated, simulators are often used to train operators or drivers that will be controlling vehicles in the “real” world.

[0219] By way of summary, one difference between a feedback indication system 400 configured for a real world application as compared to a virtual application will be the configuration of vehicle dynamics module 420 which in the real world application will be directed to the determination of dynamics of an actual vehicle under the control of the vehicle.

[0220] Referring now to FIG. 6, there is shown an example vehicle dynamics module 600 according to an embodiment of the present disclosure configured for a real world application for determining the position, velocity and acceleration 695 of a vehicle.

[0221] In this example, vehicle dynamics module 600 comprises a position and speed determining module 610 for determining at least the position and speed of the vehicle, an inertial measurement module 620 for determining at least the acceleration and other inertial characteristics of the vehicle and a vehicle systems module 630 that is configured to monitoring various driver inputs and vehicle outputs including both control signals such as braking controller position, acceleration controller position and vehicle outputs, eg, vehicle dynamics such as velocity and odometer reading as determined by the vehicle.

[0222] In one example, position and speed determining module 610 comprises a global navigation satellite system (GNSS) receiver to determine a GNSS determined position (and speed) of the vehicle. In one example, the GNSS receiver is a global positioning system receiver (GPS).

[0223] In some applications, the accuracy of the GNSS determined position of the vehicle determined by a GNSS may be increased by correcting the position of the GNSS position determined by the GNSS receiver located in the vehicle. Referring now to FIG. 7, there is shown an example position and speed determining module 700 in accordance with an embodiment of the present disclosure configured for a real world application.

[0224] In this example, position and speed determining module 700 comprises an in-vehicle position and speed determining module 710 and a base-station position determining module 750 for generating position correction information to be sent to the in-vehicle position and speed determining module 710.

[0225] In-vehicle position and speed determining module 710 comprises an in-vehicle communications module 720 and associated antenna 715, an in-vehicle GNSS receiver 730 fordetermining an initial GNSS determined position (and velocity) of the vehicle and position correction module 740.

[0226] Base-station position determine module 750 comprises a base-station communications module 760 and associated antenna 755, a base-station GNSS receiver 770 that determines the GNSS determined position of the base-station and a correction generation module 780 that generates position correction information based on the difference between the GNSS determined position of the base-station and the accurately known location which is then sent to in-vehicle position determining module 710 via base-station communications module 760 to correct the initial GNSS determined position of the vehicle to generate a corrected GNSS determined position of the vehicle.

[0227] In one example, the position correction information is in the form of differential GNSS (DGNSS) corrections sent in accordance with the Radio Technical Commission for Maritime Services (RTCM) protocol SC-104. In one example, the DGNSS corrections are streamed using the Networked Transport of RTCM via Internet Protocol (NTRIP). In another example, a customised user datagram protocol (UDP) is employed to stream the DGNSS corrections. In various examples, a real-time kinematic (RTK) positioning approach is adopted to determine the position of the vehicle.

[0228] RTK is a variant of differential GNSS that uses a stationary base station whose position is known to a high degree of accuracy. In one example, the RTK base station is configured with its positional coordinates in the form of Earth-centred, Earth-fixed (ECEF) coordinates that correspond to where the RTK base station is situated on Earth.

[0229] The RTK base station’s role is then to continually calculate its position on Earth using only the satellite signals it receives and then to compare this calculated position with the known positional coordinates of the RTK base station. From this comparison, the corrections / compensations that need to be applied to any position calculated based on the received signals can be determined. In one example, the corrections for any number of GNSS constellations may be simultaneously determined (GPS, GLONASS, Galileo, BeiDou etc).

[0230] In one example, base-station GNSS receiver 770 of base-station position determine module 750 is set to a predefined update rate (eg, 3 Hz) and correction generation module 780 is configured to broadcast a range of RTCM version 3.3 correction messages in accordance with a real-time kinematic (RTK) positioning approach.

[0231] Based on the RTK approach, for any vehicle based GNSS receivers if correction data is being received from a nearby base station (ie, less than 20 km distance) and the corrections correspond to the GNSS constellation used by the receiver, then these corrections may be applied to its own positionalcalculations based on received satellite data to achieve a highly accurate positional solution. This is because the environmental factors at any given time that affect the reception of satellite signals (and by extension, GNSS positional accuracy) are relatively constant over a small area of the Earth’s surface (ie, within the 20 km radius) so an RTK base station’s corrections will be valid for all nearby GNSS receivers provided they are utilising the same GNSS constellation / s that said base station is using.

[0232] In one example, the correction messages generated by correction generation module 780 and sent by communications module 760 are:1005 - Stationary RTK Reference Station ARP1077 - GPS MSM7 (Multiple Signal Message #7)

[0233] These messages may be output sequentially in a byte stream by correction generation module 780 at an update rate of 3 Hz. Once the byte stream completes for a GNSS navigation cycle, base station positioning module 750 packages these bytes into a User Datagram (UDP) packet which is sent to any connected in-vehicle units. The communication module 720 of in-vehicle positioning determining module 710 then error checks the received UDP packet (via simple checksum), then disassembles the packet into the original byte stream (containing the 2 RTCM messages), and feeds this directly into the GNSS receiver 730, which possesses its own integrated microprocessor with RTK algorithm (ie, position correction module 740), that takes its own measured GPS position, and the correction messages as input, to output a corrected high precision GPS position (latitude and longitude) for the vehicle position

[0234] In various examples, the GNSS determined position of the vehicle may determine the position of a vehicle to an accuracy of the order of centimetres with a positional update rate of approximately 20 Hz implying that this position may be used for applications where the vehicle is moving at high speed and undergoing rapid decelerations (eg, racing vehicle on a racetrack). In other examples, the positional update rate may be in the range of including, but not limited to, less than 5 Hz, 5 - 10 Hz, 10 - 15 Hz, 15 - 20 Hz, 20 - 25 Hz, or greater than 25 Hz.

[0235] In one example, multiple vehicles each having their own in-vehicle positioning determining module 710 may receive position correction information from a base-station position determine module 750.

[0236] In one example, the GNSS receivers 770, 730 are implemented using a u-blox ZED-F9P multi-band GNSS that supports a 20 Hz navigation update frequency with RTK corrections for a GPS constellation only.

[0237] In another example, GNSS receiver 730 is implemented using a Septentrio Mosaic X5 multi-band, multi-constellation GNSS that supports a 100 Hz navigation update frequency with RTK corrections using GPS, Galileo, GLONASS and BeiDou constellations simultaneously.

[0238] In some applications, the GNSS receiver that comprises module 610, used to determine the position and speed of the vehicle, may be used in a standalone application where the GNSS position isn’t corrected, resulting in a calculated vehicle position that falls within a certain radius of the true position, for example + / - 1.2 metres.

[0239] In one example the standalone GNSS receiver is a Septentrio Mosaic X5 multi-band, multi-constellation GNSS that supports a 100 Hz navigation update frequency, without RTK corrections, using GPS, Galileo, GLONASS and BeiDou constellations simultaneously.

[0240] In this example, utilising an uncorrected standalone GNSS receiver, where a vehicle’s distance to a static reference point located ahead is continually measured and tracked, a backtracking effect may be encountered due to the calculated position randomly falling anywhere within a relatively large error radius around the true position. This backtracking effect is where the vehicle’s straight line distance to the static reference point may appear to increase or not change at all, in a latter GNSS positional update, relative to a former GNSS positional update, even though the vehicle has actually moved closer to the static reference point at the time of the latter GNSS positional update.

[0241] Backtracking may be a possibility if the vehicle is travelling at a speed that results in a distance covered between back-to-back GNSS position updates that is less than or equal to 2 times the GNSS receivers’ accuracy radius: backtracking distance — 2 x GNSS positional accuracy radius Equation 9

[0242] within the time it takes the GNSS receiver to calculate a subsequent vehicle position after the previous GNSS position update: ttime between GNSS updates -GNSS update rateEquation 10

[0243] Accordingly, backtracking may be encountered when:Equation 11

[0244] In this example, the backtracking effect that may be encountered as a result of the use of a standalone GNSS receiver to calculate vehicle position may pose a problem in the scenario when the vehicle is travelling below the minimum speed required to eliminate the possibility of backtracking, in an application that uses the GNSS receiver’s positional updates to determine when the vehicle has travelled past an approaching static reference point by way of monitoring the instant that the distance between the static reference point and the vehicle starts to increase, indicating the vehicle has now passed the static reference point and is moving away from it, as opposed to the distance between the vehicle and static reference point continually decreasing as would be the case when the vehicle hasn’t yet reached the static reference point.

[0245] In one example implementation, a backtracking filtering process may be applied utilising the GNSS receiver’s vehicle reported speed measurements included in each GNSS update to determine how long to wait, and therefore how many GNSS position updates to skip, after the time that an initial GNSS positional update has been received, before the vehicle will have travelled more than at least the minimum distance to prevent backtracking, sbacktrackingdistance^ and ignoring any GNSS positional updates received prior to this condition being met.

[0246] This condition is met when the earliest future GNSS update that occurs after the initial GNSS update, fulfils the criteria:Equation 12

[0247] This future GNSS position update is then selected for use in the ‘static reference point passed’ determination algorithm and becomes the next initial GNSS update for the backtracking filtering process, so that the next earliest future GNSS position that doesn’t have the risk of backtracking, may be determined, and so on.

[0248] Referring back to FIG. 6, in one example inertial measurement module 620 comprises a 3-axis inertial measurement unit comprising a 3-axis accelerometer to measure the local inertial acceleration of the vehicle. In another example, inertial measurement module 620 comprises a 3-axis gyroscope to measure the angular velocity. In another example, inertial measurement module 620 comprises a 9 degrees of freedom inertial measurement unit comprising a 3-axis accelerometer, 3-axis gyroscope and 3-axis magnetometer whose combined outputs are processed by on-board IMU processing engine to generate a gravity compensated 3-axis accelerometer output that may be used on driving surfaces containing changes in elevation. In one example, inertial measurement module 620 comprises a Bosch BNO055 9-axis absolute orientation sensor.

[0249] In one example, inertial measurement module 620 is mounted to the vehicle and then configured to generate orthogonal acceleration values that correspond to straight line, lateral and vertical movement of the vehicle. In one example, the module’s:• z-axis is aligned vertically with positive-z pointing upwards• x-axis is aligned such that positive-x acceleration is fully aligned with the vehicles straight line acceleration.• y-axis is aligned laterally with the vehicle, such that positive-y points to the left of the vehicle and negative-y points to the right.

[0250] This configuration process may be carried out in two stages. In the first stage, with the vehicle stationary, the inertial measurement module 620 is polled or interrogated for its currently measured gravitational acceleration vector. A rotation transformation (eg, quaternion) is then determined that can be used to rotate the gravitational acceleration vector such that all of the measured gravitational acceleration acts in the negative z direction. This calculated rotation quaternion can then be used to rotate the module’s 620 gravity-compensated acceleration vector so that it is fully aligned it with the z-axis.

[0251] In the second stage of the configuration process, the driver is instructed to accelerate in a straight line. Once it has been determined that the vehicle is accelerating above a threshold acceleration, the inertial measurement module 620 is interrogated for the current gravity-compensated linear acceleration vector, which is then rotated in accordance with the rotation quaternion determined in first stage of the configuration process to then determines a second rotation transformation (eg, a second quaternion) that will further rotate the vector, so that the entire magnitude of the linear acceleration vector is fully aligned with the positive x axis (ie, in the direction of travel). In accordance with this two stage configuration process, once the two rotation transformations have been determined they may be used to generated gravity-compensated linear acceleration based on the accelerometer outputs from inertial measurement module 620.

[0252] Referring back to FIG. 6, in one example position and speed determining module 610 may be used to determine an onset timing of any change in acceleration of the vehicle. In one example, the associated vehicle values (such as distance to route feature, vehicle speed, vehicle position, etc) at the onset timing of the change in acceleration onset timing may also be determined. This may be useful in examples where direct monitoring of driver inputs such as the actuation of the brake or accelerator pedals (eg, by vehicle systems module 630) to determine the onset timing of any change in acceleration is not available.

[0253] Referring now to FIG. 8, there is shown a flow diagram for an example method 800 for determining the onset timing of a change in acceleration in accordance with some embodiments.

[0254] At step 810, a current vehicle speed is received from positioning and speed determining module 610 which in one example may comprise a GNSS based system as previously described which functions to update dynamic vehicle parameters such as position and speed at a predetermined update rate (eg, 50 Hz). As would be appreciated, the vehicle speed provided at this update rate is generally too low in resolution to accurately calculate acceleration based on change in speed over a minimal time duration such as 20 milliseconds (eg, for the example of a 50 Hz update rate).

[0255] At step 820, the current vehicle speed is used to determine a series of speed difference values corresponding to the difference between the current speed and successive logged or stored speeds from earlier updates going back to some maximum time period before the current update. As would be appreciated, these individual logged speeds (and their timings) may be considered to form a table having a set number of rows where the “first” row is updated with the current speed (and timing) and the currently stored successive logged speed are shifted down a row as a result causing the last row corresponding to the earliest time being removed from the table.

[0256] At step 830, method 800 comprises determining whether any of the series of speed difference values exceeds a predetermined threshold which will be negative for detection of a deceleration or positive for detection of an acceleration. In various examples, the absolute value of the threshold may be different for deceleration as compared to acceleration.

[0257] If none of the speed difference values exceeds the threshold (ie, pathway 830A) then the current speed is logged at step 840, and the next update of vehicle speed is awaited at which point method 800 returns to step 810 to receive the “next” current speed.

[0258] If the threshold has been exceeded (ie, pathway 830B) then at step 850 the vehicle is indicated as changing acceleration and at step 860 the timing of the logged speed that resulted in the speed difference threshold being exceeded when compared to the current speed is determined and identified as the onset timing of the change in acceleration. In various examples, other dynamic quantities may be stored as well as the velocity (eg, as rows in the table) and once the onset timing has been determined then the other stored dynamic quantities corresponding to this onset timing may be retrieved and provided for further processing.

[0259] In one example, inertial measurement module 620 may be configured to measure the G force a vehicle undergoes as a result of traversing the route feature. Taking the example of a race vehicle negotiating a comer at high speed there will be some maximum G force above which the vehicle will lose grip or traction with the track and begin to slide. In this example, a warning indicator may be provided to the driver that the vehicle is close to its theoretical maximum velocity before the vehicle loses grip with the road.

[0260] In one example, methods and system in accordance with the present disclosure may be configured to characterise the cornering performance of vehicle by determining the threshold maximum lateral G-force of a vehicle above which the vehicle begins to lose grip or traction with the road. In one example, the driver is directed to accelerate a vehicle to a specific speed and then maintain this vehicle speed. Following a predetermined delay, the driver is then prompted to perform a swerve manoeuvre determined by a swerve indicator comprising a first indicator to indicate to the driver to swerve in a first direction (eg, steer the vehicle slowly and continuously in the first direction). The driver is then prompted to straighten the vehicle (eg, by the first indicator turning off) and then a second indicator then indicates to the driver to swerve in a second direction.

[0261] In one embodiment, as the vehicle is turning at constant linear speed (eg, in the first or second direction), an onboard accelerometer continually measures the lateral G-force of the vehicle, and the output is monitored for any non-linear or abrupt change in its rate of increase which indicates an onset of a reduction in available cornering grip from the tyres. In one example, the non-linear or abrupt change in the rate of increase of the measured lateral G-force may correspond to a flattening of the increasing lateral G-force which generally indicates the onset of understeer for the vehicle. In another example, the non-linear or abrupt change in the rate of increase of the measured lateral G-force may correspond to a sudden increase or decrease in the measured rate of change as compared to the trend rate of increase of the lateral G-force. This sudden increase or decrease generally indicates the onset of oversteer where the rear of the vehicle is becoming unstable.

[0262] In another embodiment, as the vehicle is turning with constant linear speed, the angular velocity of the vehicle is measured and monitored which will increase at a predictable rate, as more steering input is added at constant linear speed. Once the vehicle begins to lose grip, the rate of increase in angular velocity will either begin to plateau in the case of understeer or begin to rise or fall in a manner not consistent with the previously measured trend in the case of oversteer. In one example, the angular velocity of the vehicle can be measured via an onboard gyroscope, which measures instantaneous angular velocity directly. In another example, an indirect but more accurate GNSS based method that utilises differential GNSS, in the form of moving baseline RTK, can be used to repeatedly and accurately calculate vehicle heading at a rate of up to 20 Hz, whereby the change in heading between subsequent moving baseline GNSS RTK updates, over the time duration between these updates can be used to determine the angular velocity.

[0263] At the commencement of either understeer or oversteer as determined by monitoring the rate of increase of the measure lateral G-force, the measured vehicle speed and lateral G-force value determined before the loss of lateral cornering grip is stored. As would be appreciated, from the measured lateral G-force and the vehicles instantaneous linear speed, the turning radius of the vehicle may be determined based on the measured centripetal acceleration acting on the vehicle at that instant. Thisprocess may then be carried out for multiple different vehicle speeds to determine the threshold lateral G- force profde as a function of vehicle speed and turning radius that characterises the cornering performance of the vehicle.

[0264] Referring now to FIG. 9A there is shown a surface plot 920 of the lateral G-force 925 as a function of vehicle speed and turn radius in accordance with some illustrative embodiments. In this example, surface plot 920 is plotted for a minimum turn radius of 7.8 metres to a maximum turn radius of 32.4 meters and for increasing speed starting at 0 m / s. As can be seen from inspection, the lateral G-force surface 925 is bounded by edge 927 which characterises where the vehicle begins to lose grip. Accordingly, for a given turn radius the speed at which the vehicle loses grip may be determined by the value at surface edge 927 corresponding to the given turn radius.

[0265] As an example, for turning radius 7.8 metres, the corresponding vehicle speed where the vehicle begins to lose grip corresponds to surface point 928 which corresponds to a velocity of approximately 15 m / s. In this manner, edge 927 defines one form of a lateral G-force profile that characterises the turning performance of a vehicle.

[0266] In another example, the driver may be prompted to steer a stationary vehicle at a specified angle (eg, by turning the steering wheel to a specified number of turns between dead centre and full lock either left or right) and then accelerate the vehicle at the specified angle (eg, by firmly holding the steering wheel during acceleration). The lateral G-force and speed of the vehicle is then monitored until there is a flattening of the increase in lateral G-force indicating the onset of understeer of the vehicle and the measured lateral G-force immediately before the onset of understeer and the specified angle is stored. This process may then be repeated at different specified angles to determine the variation of the lateral G-force as a function of steering angle and vehicle speed.

[0267] Referring now to FIG. 9B there is shown a surface plot 940 of the lateral G-force 945 as a function of vehicle speed and steering angle in accordance with some embodiments. In this example, surface plot 940 is plotted for a minimum turn radius of 5 degrees to a maximum steering angle of 20 degrees meters and for increasing speed starting at 0 m / s. As can be seen from inspection, the lateral G- force surface 945 is bounded by edge 947 which characterises where the vehicle begins to lose grip. Accordingly, for a given steering angle the speed at which the vehicle loses grip may be determined by the value at surface edge 947 corresponding to the given turn radius. As an example, for a steering angle of 5 degrees, the corresponding vehicle speed where the vehicle begins to lose grip corresponds to surface point 948 which corresponds to a velocity of approximately 25 m / s. In this manner, edge 947 defines another form of a lateral G-force profile that characterises the cornering performance of a vehicle.

[0268] In this manner, when a driver is traversing a comer the lateral G-force of the vehicle may be determined and then compared with the G-force profde determined in accordance with the present disclosure to determine a cornering grip measure based on the current speed and the current steering angle and / or turn radius of the vehicle indicating how close the vehicle is to losing grip while cornering and as a result control of the vehicle.

[0269] As would be appreciated, the lateral G-force profde characterising the turning performance is a vehicle specific parameter resulting from both the vehicle’s current configuration (tyres, weight, etc) and the environment (road surface, temperature, etc).

[0270] In another example, the lateral G-force profile determined in accordance with the present disclosure may be employed to limit the minimum target speed and / or the maximum negative braking distance offset that a driver may select for a given comer to ensure that the speed is not too high (and hence the lateral G-force) so the vehicle is able to successfully negotiate a specific comer.

[0271] In another example, the lateral G-force profile determined in accordance with the present disclosure may be employed to set a baseline theoretical maximum mid-comer speed for a given comer where the vehicle would be at the limit of its lateral grip based on the determined vehicle’s cornering capability. These theoretical maximum mid-comer speeds may then be used in a best lap time mode where a driver endeavours to match these maximum mid-comer speeds in order to achieve a lower lap time.

[0272] In another example, the trail braking G-force is determined in a process similar to above except that the swerving by the driver is carried out under brakes and the peak lateral G-force developed at various speeds and deceleration rates is determined and recorded to build a threshold trail braking G- force profde. This trail braking G-force profde may then be referenced when the driver trail brakes through a comer of a race circuit to provide an indication to the driver on how close they may be to losing control of the vehicle based on comparing the measured lateral G-force under trail braking with the G- force profde determined under trail braking conditions.

[0273] In one example, the driver will select for a given comer whether they will trail brake through a comer or coast through a comer which in turn will automatically select which of the G-force profdes (ie, trail braking or coasting) is used for comparison purposes for the comer.

[0274] In various examples, the measured G-force and deceleration data may be used to adjust vehicle brake bias front to rear. Brake bias should be set up at the calibrated settings so if the driver consistently uses 100% of braking, they know how the vehicle will respond. If brake bias set up is done at 90% of braking and then the driver uses 100% of braking, the car could for example, lock rear wheels andspin. In another example, where the braking pedal pressure is measured, this may be compared with measured lateral G-force to indicate whether there are potential braking issues. As an example, application of normal braking pedal pressure but with less braking G-force being generated could indicate that the tyres are going off, the track is slippery or there is brake fade due to heavy use of brakes.

[0275] In another example, the measured G-force and deceleration data may be used to set tyre pressures, sway bars and other adjustable parameters related to handling. In other examples, the tyre temperature may be measured and the dependence of threshold G-force on tyre temperature may be determined.

[0276] In one example, methods and system in accordance with the present disclosure may be configured to initially map a predetermined route and its associated route features by a mapping module configured for this operation. In one example, initially mapping the predetermined route and its associated route features comprises mapping one or more driving lines for the predetermined route corresponding to alternative predetermined routes that may be taken by a driver negotiating a route feature.

[0277] Taking the example of a driver on a racetrack, the driver drives and maps a preferred race driving line (ie, the nominal predetermined route) and nominates for each comer a comer entry location, and a comer exit location. The mid-comer point for each comer is located somewhere between the entry and exit points and isn’t explicitly mapped, but may be determined dynamically lap to lap, as the point where the driver switched from braking control to accelerator control for the vehicle as the driver begins accelerating out of the comer. In one example, accelerometer measurements may be used to determine comer entry and exit points for a given comer. In another example, the entry and exit points for each of the comers of a racetrack are pre-mapped as part of a distributable racetrack map data fde and the driver can at the start of a session nominate which comers of the racetrack that they want to receive dynamic braking feedback indication (ie, dynamic brake markers) for.

[0278] Once a racetrack has been mapped and / or loaded into the system, the driver can then opt to perform an initial lap in which they can place at least one or multiple comparison points anywhere along the racetrack, for the purposes of comparing vehicle speed and lap time improvements lap to lap throughout the session. Once the comparison points have been nominated, on subsequent laps when the vehicle passes over each of these points, an instantaneous speed and elapsed lap time measurement determination is performed, and the speed and lap time difference between the current lap and the previous and / or best lap at that selected comparison point along the racetrack is communicated to the driver.

[0279] The comparison points can be placed at any location along the racetrack in which the speed and / or elapsed lap time are expected to significantly vary lap to lap, such as, for example the entry point, mid-comer or the exit point of a comer, or any combination of the three. Comparison points could also be placed somewhere along a straight section of track between two comers, in order to, for example, quantify the speed increase (or decrease) on approach to a comer, where the exit speed through the previous comer was increased compared to that of the previous lap as a result of increasing the previous comer target speed and / or decreasing the previous comers braking distance via its braking distance offset. In some examples, where a racetrack includes comers that begin immediately after the last (which can mean deceleration is being applied through both comers) these comers may be nominated as one comer.

[0280] In other examples, the driver will drive alternate driving lines corresponding to different predetermined routes that a driver may be forced to use in the situation where a competitor is occupying the preferred race driving line corresponding to the nominal predetermined route. As an example, a vehicle could drive the following driving lines including, but not limited to, the race or optimal driving line, off race driving line, inside driving line, outside driving line, and the mid-track driving line, and determine for each driving line or predetermined route a comer entry location, and a comer exit location for each comer.

[0281] In one example, methods and systems in accordance with the present disclosure, following the mapping of multiple possible driving lines that may be adopted for a route feature such as a comer, will determine based on the vehicle’s current position and velocity as it approaches a route feature the closest of the mapped driving lines (ie, which of the different potential predetermined routes that a driver could take when negotiating the route feature) that the vehicle is currently occupying and base the target minimum speed for the comer and by extension, the braking start position, on approaching the next comer on that driving line. As an example, the inside driving line for a comer will require a considerably tighter turning radius than the optimal race driving line or outside driving lines and likely require a further reduction in the target minimum comer speed to allow the vehicle to negotiate the comer using the inside driving line due to the tighter cornering required.

[0282] As would be appreciated, an existing mapping of the predetermined route or routes may be used which could have been previously mapped or generated theoretically based on the layout of the route features.

[0283] In one example, initially mapping a predetermined route and its associated route features comprises forming a reference location grid extending along the predetermined route where the reference location grid also characterises the lateral extent or width of the predetermined route to allow for the mapping of different driving lines corresponding to other variations or potential predetermined routes that may be taken. In one example, for a predetermined route in the form of an entire race circuit / track astructured grid of discrete coordinate points is formed for the purpose of tracking different driving lines along the racetrack and further for identifying the lateral position of a vehicle on the track’s surface.

[0284] Referring now to FIG. 10, there is shown a top view 1000 of a vehicle 1010 located on a predetermined route 1020 comprising in this example a track having a lateral extent or width and incorporating a coordinate location grid 1030. In this example, coordinate location grid 1030 comprises rows each comprising a predetermined number of laterally spaced apart points (eg, points 1031A-G) where the rows are spaced longitudinally along the routes surface (eg, rows 10350). In this example, the laterally spaced apart points are equally spaced and the rows, which define a longitudinal distance along the route and which repeat for the entire longitudinal length of the route, are also equally spaced. In other examples, the grid spacing may be dependent on the characteristics of the route such as the bendiness or the expected velocity of the vehicle at a given location on the grid.

[0285] Once coordinate location grid 1030 has been generated for the entire route, a series of standard driving lines may then be driven and recorded. For each of the lines driven, the individual lateral coordinate point for each row that is nearest to the path that the vehicle takes as it traverses the route is stored in effect mapping the exact path of each of the standard driving lines.

[0286] In one example, where an entire racetrack has been mapped with a coordinate location grid, methods and systems in accordance with the present disclosure may use this coordinate grid for the purposes of vehicle tracking, as well as determining which of the number of potential driving lines the driver has selected, subsequently enabling accurate calculation of the distance remaining between the vehicle and upcoming route features (comers, etc) to be determined for the selected driving line.

[0287] An example implementation of tracking a vehicle driving on a track / circuit, which has been previously mapped as a grid of discrete coordinate points involves starting in a coordinate point search mode to determine where the vehicle is on the track due to the system initially possessing no tracking references. The search mode involves first dividing the track into a defined number of regions along its length and calculating / determining a coordinate point to represent the centre of each region. The distance of the vehicle to each of the regions centre coordinate points may then be calculated and the region closest to the vehicle would be determined.

[0288] Once the region that the vehicle currently resides in has been determined, the system would then calculate the distance between the vehicle and each of the individual coordinate points contained in the region that the vehicle was deemed to be in. In this process the coordinate point with the closest distance to the vehicles current position is determined by the system. This coordinate point is identified as the closest mapped coordinate point to the vehicle, given the grids spacing / resolution. At thispoint, the system now has a defined reference to where it is and where it’s heading and switches to a computationally faster continuous tracking mode.

[0289] In continuous tracking mode, a dynamic track coordinate point buffer may be utilised. The buffer is loaded with all mapped coordinate points that make up the area extending from the vehicles current position on the track, to a defined distance ahead of the vehicle (in its direction of travel). This defined distance ahead of the vehicle can be constant or variable. The purpose of the point buffer is to contain all of the possible coordinate points that the vehicle could be located at when the next GNSS vehicle position update is received, therefore ensuring that at the time that the next GNSS position update is received, the mapped coordinate point that the vehicle is at / nearest to will already be loaded into the buffer.

[0290] When the next vehicle position update is received, the distance between its current position (as reported via the new GNSS position update) and each coordinate point contained in the point buffer is calculated and then the coordinate point with the smallest distance to the vehicle is determined. As a result, the vehicles absolute position on the track, accurate to the nearest mapped coordinate point in the racetrack coordinate location grid, is determined.

[0291] Once the nearest mapped coordinate point to the vehicle has been found after receiving a new GNSS position update, the buffer is updated by removing the stored coordinate points that the vehicle has already passed, and then loading in new points ahead of the vehicle to maintain the defined point buffer area directly ahead of the vehicle.

[0292] As the vehicles absolute position on the track has been determined, the system can then compare the lateral position of the vehicle, with the lateral position logged for each of the standard driving lines in the track mapping stage and make a determination on which of the standard driving lines the driver is currently using. Based on this determination, the system can then calculate the exact distance to the upcoming route feature (comer, etc) via that standard driving line (ie, based on the predetermined route that the driver has adopted) for use in generating a feedback indication in accordance with the present disclosure.

[0293] In one example, methods and system in accordance with the present disclosure may be configured to provide benchmark data for the predetermined route and its associated route features. Taking again the example of a driver on a racetrack, following the determination of a track map either as a result of a track mapping exercise or the loading of a virtual track map, the driver is prompted to drive the track on the race line at a comfortable pace to set (for each comer of the track) the target mid comer speeds (ie, the target minimum vehicle speed for each comer) and the vehicle deceleration rates (averageand peak) in a benchmark or base-line lap for the generation of a feedback indication in accordance with the present disclosure.

[0294] As would be appreciated, existing target minimum vehicle speeds and deceleration rates for the comers may be used which have been previously determined or which are determined theoretically. As would be appreciated, for some types of vehicles (eg, heavy haulage vehicles) the target minimum vehicle speed or mid-comer speed would be specified, ie the vehicle is not to exceed a specified speed on a comer or other route feature.

[0295] In one example application, a method and system for providing a feedback indication in accordance with the present disclosure may be employed in a race qualifying mode. In this example, a driver will be required to achieve a qualification time in a nominated number of laps. In this scenario, a driver must carefully manage warming up of the car, tyres, brakes over a predetermined number of laps (eg, five laps) the last of which should be the fastest. In this example, a driver may initially employ the target minimum vehicle speeds that were obtained for each of the comers of the track in a warmup or practice session and then then apply a target minimum vehicle speed increase to the comers equal to the expected incremental improvement of the car and driver during the multiple lap qualifying.

[0296] As an example, for a five lap qualifying requirement, the target minimum vehicle speed increase for the second lap over the first lap may be 10%, the target minimum vehicle speed increase for the third lap over the second lap may be 7.5%, the target minimum vehicle speed increase for the fourth lap over the third lap may be 5%, and final fifth and qualifying lap target minimum vehicle speed increase for each comer over the fourth lap may be again 5%. These increases would be based on expected improvement in performance as the tyres of the vehicle warm up from ambient to an optimum working temperature where 100% of the available grip is provided. It will be appreciated that the above indicated percentage increases are only exemplary and other considerations that might be considered when determining the percentage increases in minimum speed for each lap include fuel load, driver comfort and confidence and track conditions.

[0297] In one example application, methods and systems for providing a feedback indication in accordance with the present disclosure may be employed in a best lap time mode. In this mode, a vehicle’s grip limit in the current driving scenario is dynamically determined as a result determining the absolute maximum achievable mid-comer speed using all of the currently available tyre grip. A feedback indication is then provided to convey the latest possible braking point to the driver that corresponds to the absolute maximum mid-comer speed possible to allow a driver to take the comer without mnning off the track.

[0298] In this example, an indicator having a number of sequential levels will sequentially indicate as the driver approaches a comer. Consider an indicator in the form of visual indicator that provide a series of sequentially illuminating lights: green 1, green 2, yellow, red 1, red 2. In this example, the second red light will represent the absolute latest possible brake point the driver can successfully take, with all of the other lights preceding it, equating to a 15% faster mid comer speed from the last, all the way up to the ultimate limit at the second red light. As an example, consider where the ultimate mid comer speed the driver can achieve is 120km / h then:• Second red light = 120km / h• First red light = 104km / h• Yellow = 91km / h• Second green = 80km / h• First green = 69km / h

[0299] This will allow the driver to complete a whole lap while driving on the limit of current available grip, with the intention of achieving the best possible lap time, given the conditions of the track and of the car configuration.

[0300] In one example application, method and systems for providing a feedback indication in accordance with the present disclosure may be employed in a race mode. In the context of a driver on a race track, the overtaking move often requires out decelerating the opposition using the less preferred inside driving line to the comer. In this example, race mode is able to determine that the vehicle is travelling on the inside driving line by comparing the vehicles lateral position on the track, to each of the mapped driving lines recorded from the track mapping stage, and then scale the dynamic deceleration point back to suit the less practiced and riskier inside line that requires a tighter turning radius, to avoid lockup of wheels, flat spotting of tyres and race incidents.

[0301] Race mode setting could replicate qualifying mode function for five laps then switch to race mode providing the driver with a single indicator to maintain consistency. In another embodiment directed to endurance races where the driver pit stops to change tyres, brake pads and refuel, the driver could switch back to qualifying mode until the vehicle returns to optimum performance once more. These first laps following a pit stop requires significant skill to manage the changing vehicle parameters.

[0302] In one example, scaling the dynamic acceleration point back corresponds to scaling the target minimum comer speed down to maintain (and not exceed) the vehicle’s peak lateral G-force (aka centripetal acceleration) limits. As the peak lateral G-force of the vehicle can be defined mathematically as:Equation 13

[0303] A scaling factor can be applied to the velocity to allow the driver to maintain the vehicle’s peak lateral acceleration through the comer; either the absolute maximum possible lateral acceleration attainable for the vehicle given its current configuration and environment, or the peak lateral acceleration that was achieved when traveling through said comer on the last lap (where the ideal race line was used). The minimum vehicle velocity scaling factor would be calculated via the formula: follows: xtarget velocity factor ~ Equation 14Once the target minimum vehicle speed has been scaled down, a feedback indication can be generated in accordance with the present disclosure but based on the scaled target minimum vehicle speed allowing the driver to negotiate the comer on the inside line at a speed that fully utilises the cornering ability of the vehicle, rather than the driver having to judge for themselves (and most likely overestimate) the amount of speed that must be wiped off to successfully navigate the comer on the less practised inside line.

[0304] As described above, feedback indication system 400 may be configured for either a real world or virtual application. The above discussion is based on a driver in control of a real vehicle and the provision of a feedback indication based on the measured dynamic characteristics of the vehicle. Referring now to FIG. 11, there is shown an example simulator system 1100 incorporating feedback indication system 400 configured for the control of a virtual vehicle driving a predetermined virtual route according to an illustrative embodiment. In various applications, simulator system 1100 may be utilised to train a driver to control a vehicle in the real world.

[0305] In this example, simulator system 1100 comprises a data processor 1110 and storage 1150. Simulator system 1100 is configured for an operator to load a predetermined route having associated route characteristics and a vehicle having associated vehicle characteristics. In various examples, the route characteristics include, but are not limited to, store route geometry, route surface or environmental conditions (eg, rain, dry). In various examples, the vehicle characteristics include, but are not limited to weight, height, centre-of-gravity, maximum speed, acceleration, braking performance, cornering, and traction.

[0306] In addition, simulator system 1100 may be configured to generate simulated vehicles also traversing the predetermined route such as in a contested racing application where a driver will drive their own vehicle and race against the simulated vehicles. In this example, the route characteristics for a givendriver would also include the vehicle and dynamic characteristics of the simulated vehicles on the route. In another example, simulator system 1100 may be configured to allow multiple drivers to drive respective vehicles on the same predetermined route such as in a contested racing application where each driver will drive their own vehicle and race each other. In another example, simulator system 1100 may be configured to have both simulated vehicles and vehicles controlled by other drivers. In these examples, once again the route characteristics for a given driver would also include the vehicle and dynamic characteristics of the other vehicles on the route.

[0307] Simulator system 1100 comprises a driver control module 1120 to receive driver control inputs such as steering, acceleration, braking, gear changes and a physics engine module 1130 that is operable to calculate the vehicle dynamic characteristics based on the driver control inputs, the vehicle characteristics and the route characteristics.

[0308] In one example, physics engine module 1130 will generate at a given time the vehicle dynamic parameters such as position, speed and acceleration as calculated by physics engine module 1130 based on the driver control inputs, the vehicle characteristics and the route characteristics. While generally the dynamic parameters will be calculated at an update frequency (which may vary), the update frequency will generally be high enough so that for a driver of the simulator system 1100 the vehicle responds instantaneously to driver control inputs and the behaviour of other vehicles on the route. In another example, the physics engine module may also generate vehicle attitude.

[0309] At a general level, physics engine module 1130 will calculate the resultant force components acting on a vehicle corresponding to the six mechanical degrees of freedom corresponding to the respective movement of the vehicle along three perpendicular axes (eg, x, y and z axes of cartesian coordinates) and rotation about three perpendicular axes (eg, yaw, pitch and roll). From these calculated forces, the acceleration, velocity and position of the vehicle may be determined as well as the angular accelerations, angular velocities, and attitude of the vehicle. As will be appreciated, physics engine module 1130 may be implemented to various degrees of complexity.

[0310] Simulator system 1100 further comprises a virtual environment module 1140 (and associated display, audio and control interfaces) for generating a virtual environment for the driver controlling a vehicle in the simulation system.

[0311] Referring now to FIG. 12, there is shown an example virtual environment module 1200 according to an illustrative embodiment. In various examples, virtual environment module 1200 may correspond to virtual environment module 1140 in FIG. 8.

[0312] Virtual environment module 1200 in this example comprises a graphics engine 1210, audio engine 1220, tactile response engine 1230 and a motion control engine 1240.

[0313] Graphics engine 1210 (and associated display interface) is configured to generate graphics information in the form of rendered scene corresponding to the driver’s view when controlling the vehicle in addition to various vehicle instrument and status readings such as speed, odometer reading, engine revolutions, engine temperatures, gear selection, fuel level. In various examples, graphics engine 1210 will additionally generate rendered views corresponding to a driver looking out a side or rear view of the vehicle which may be selected by the driver when operating an associated simulation system.

[0314] Similar to the physics engine module 1130, the graphics engine module 1210 will generate the rendered scenes at an update frequency or frame rate so that a driver ideally perceives a continuous change in the view. The display interface then communicates the graphics information to one or more displays (eg, a monitor, heads up display (HUD), etc.) for viewing by the driver.

[0315] Audio engine 1220 (and associated audio interface) is configured to generate audio information that may include engine noise, warning signals and any other environmental noise associated with controlling in the vehicle which is communicated by the audio interface to an audio system. Tactile response engine 1230 (and associated tactile output interface) is configured to generate tactile information that may be used to generate tactile feedback controls of the simulator system. In one example, the tactile information corresponds to vibration information corresponding to the engine performance and which may control a steering wheel or similar control device to vibrate in accordance with the vibration information.

[0316] In this example, virtual environment module 1200 comprises a motion control engine 1240 (and associated motion control interface) to generate motion control information to control the motion of a motion platform. In some example simulator systems, the driver may be located in a mock-up of the driver location such as vehicle cockpit or driver’s cabin that is mounted to a motion platform capable of moving the mounted driver’s location in accordance with motion of simulated motion of the vehicle. In this example, motion control engine 1240 will generate motion control information based on the dynamics information provided by any physics engine module of the associated simulator system and send this motion control information by the motion control interface to the motion control platform.

[0317] Simulator system 1100 may be implemented in any computer system comprising a data processor 1110 that may be used to execute instructions and operations described above and data storage 1150 that may comprise any one of, or a combination of, removable storage devices or non-removable storage devices (eg, magnetic disk drives, magnetic tape drives, and optical drives for memory storage and retrieval on magnetic and optical media), volatile and non-volatile media, both removable and non-removable (eg, RAM, ROM, EEPROM, flash memory, CD-ROM, DVD, or other optical storage medium, magnetic cassettes, magnetic tape, magnetic disk, or other magnetic storage device), or any other memory technology or medium that can be used to store data and can be accessed by the processing unit data processor 1110. In one example, the simulator system may be embodied in a desktop or laptop personal computer. In other examples, the simulator system may be implemented in a video game console, set top box, tablet, mobile communication device or other specialised hardware.

[0318] In this example of feedback indication system 400 being configured for a virtual application such as simulator system 1100 it will be seen that the required inputs for the vehicle dynamics module 420 of feedback indication system 400 to determine the feedback indication will be generated by physics engine module 1130 and the feedback indication generated by feedback indication module 430 in accordance with the present disclosure is processed by the virtual environment module 1140 to provide the feedback indication to the driver controlling the vehicle in the simulation environment. As would be appreciated, in this example, the processor 410 and storage 440 of feedback indication system 400 may be embodied in the processor 1110 and storage 1150 of the general simulation system 1100. Similarly, any driver input interface 450 or driver output interface 460 may correspond to any general input and display device of simulator system 1100.

[0319] In one example, where a simulated route corresponds to a route in the real world, any combination of the target minimum vehicle speed, mid-comer position and / or deceleration rate for a route feature such as a comer that has been achieved in the real world may be uploaded into simulator system 1100 and a driver then seeks to increase this minimum vehicle speed in the simulation system 1100. Any of the improved minimum vehicle speeds, mid-comer positions and / or deceleration rates may then be uploaded to the feedback indication system 400 operating in an actual vehicle and a driver may then seek to see if they can match this minimum speed based on their training in the simulating system 1100.

[0320] In one example, a driver may determine the initial minimum vehicle speeds for each route feature of a predetermined route in a simulator and these are then used as the initial values for when the driver operates the vehicle in reality.

[0321] As would be appreciated, a feedback indication system configured for a real world application will be different to that configured for virtual application. Virtual applications such as simulators typically have predetermined data which the driver works within. They allow the driver to drive within the parameters which are pre-set including rates of deceleration for a specific vehicle. A predetermined route, say in the form of a racetrack, similarly has pre-set parameters including indicators for deceleration, comer entry and mid comer apex. In this manner, a driver operating a vehicle in a simulator will be trained in accordance with these pre-set parameters and will not be provided with feedback (except failure to negotiate a comer) to improve their performance.

[0322] A feedback indication system or method in accordance with the present disclosure implemented in both a simulator and real world environment will reinforce the relationship between simulation and reality enhancing the ability of the simulator to provide real world training. The use of simulators in training ameliorates risks while learning deceleration and cornering however they are notably poor at simulating the performance of a vehicle at its performance limits. In one example, a dynamic feedback loop can be created by uploading the deceleration and mid comer speed data of a vehicle obtained from the real world and a driver then training to improve their performance on a simulator using this information and then moving back to the real world vehicle to further improve their performance.

[0323] In other examples, the use of a vehicle’s measured G-force grip capacity (acceleration, deceleration or cornering) may be used in the simulator environment to provide real time limits for the driver.

[0324] Those of skill in the art would further appreciate that the various illustrative logical blocks, modules, circuits, and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware, computer software or instructions, middleware, platforms, or combinations of both. To clearly illustrate this interchangeability of hardware and software, various illustrative components, blocks, modules, circuits, and steps have been described above generally in terms of their functionality. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the overall system. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present disclosure.

[0325] Software modules, also known as computer programs, computer codes, or instructions, may contain a number a number of source code or object code segments or instructions, and may reside in any computer readable medium such as a RAM memory, flash memory, ROM memory, EPROM memory, registers, hard disk, a removable disk, a CD-ROM, a DVD-ROM, a Blu-ray disc, or any other form of computer readable medium. In some aspects, the computer-readable media may comprise non- transitory computer-readable media (e.g., tangible media). In addition, for other aspects computer- readable media may comprise transitory computer- readable media (e.g., a signal). Combinations of the above should also be included within the scope of computer-readable media. In another aspect, the computer readable medium may be integral to the processor. The processor and the computer readable medium may reside in an ASIC or related device. The software codes may be stored in a memory unit and the processor may be configured to execute them. The memory unit may be implemented within the processor or external to the processor, in which case it can be communicatively coupled to the processor via various means as is known in the art.

[0326] A computing system may comprise one or more processors including multi-core CPUs and Graphical Processing Units (GPUs) operatively connected to one or more memories which store instructions to configure the processor to perform embodiments of the method. In this context, the computing system may include, for example, one or more processors (CPUs, GPUs), memories, storage, and input / output devices (e.g., monitor, keyboard, disk drive, network interface, Internet connection, etc.). However, the computing system may include circuitry or other specialized hardware for carrying out some or all aspects of the processes. The computing system may be a computing apparatus such as an all- in-one computer, desktop computer, laptop, tablet or mobile computing apparatus, server, and any associated peripheral devices. The computer system may be a distributed system including server based systems and cloud-based computing systems. The computing system may be a unitary computing or programmable device, or a distributed system or device comprising several components operatively (or functionally) connected via wired or wireless connections. In some operational settings, the computing system may be configured as a system that includes one or more devices, each of which is configured to carry out some aspects of the processes either in software, hardware, or some combination thereof. For example, a user interface may be provided on a desktop computer or tablet computer, whilst data processing may be performed remotely on a server based system including cloud based server systems, and the user interface is configured to communicate with such servers to exchange data and results. The user interface may be provided as a web portal, allowing a user on one computer to upload data which may be processed on a remote computing apparatus or system (e.g., server or cloud system) and which provides the results (i.e., the report) back to the user, or to other users on other computing apparatus.

[0327] The reference to any prior art in this specification is not, and should not be taken as, an acknowledgement or any form of suggestion that such prior art forms part of the common general knowledge.

[0328] It will be understood that the terms “comprise” and “include” and any of their derivatives (e.g. comprises, comprising, includes, including) as used in this specification, and the claims that follow, is to be taken to be inclusive of features to which the term refers, and is not meant to exclude the presence of any additional features unless otherwise stated or implied.

[0329] In some cases, a single embodiment may, for succinctness and / or to assist in understanding the scope of the disclosure, combine multiple features. It is to be understood that in such a case, these multiple features may be provided separately (in separate embodiments), or in any other suitable combination. Alternatively, where separate features are described in separate embodiments, these separate features may be combined into a single embodiment unless otherwise stated or implied. This also applies to the claims which can be recombined in any combination. That is a claim may be amended to include a feature defined in any other claim. Further a phrase referring to “at least one of’ a list of itemsrefers to any combination of those items, including single members. As an example, “at least one of: a, b, or c” is intended to cover: a, b, c, a-b, a-c, b-c, and a-b-c.

[0330] It will be appreciated by those skilled in the art that the disclosure is not restricted in its use to the particular application or applications described. Neither is the present disclosure restricted in its preferred embodiment with regard to the particular elements and / or features described or depicted herein. It will be appreciated that the disclosure is not limited to the embodiment or embodiments disclosed, but is capable of numerous rearrangements, modifications and substitutions without departing from the scope as set forth and defined by the following claims.

Claims

CLAIMS1. A method for generating a feedback indication to a driver in control of a vehicle driving a predetermined route, comprising: determining a current vehicle acceleration, speed and position while approaching and traversing a route feature that involves a change in speed of the vehicle; and generating a feedback indication to the driver to commence a change in speed for the route feature based on the current vehicle acceleration, speed and position, a characteristic acceleration capability of the vehicle, and a target vehicle speed for traversing the route feature.

2. The method of claim 1, wherein generating the feedback indication to commence the change in speed for the route feature comprises: turning on and maintaining a feedback indicator in an on status on approach to the route feature; and turning off the feedback indicator to indicate to the driver to commence the change in speed of the vehicle.

3. The method of claim 1 or 2, wherein: the change in speed of the vehicle involves an initial deceleration and then acceleration of the vehicle; the characteristic acceleration capability of the vehicle is a vehicle deceleration capability; the target vehicle speed is a target minimum vehicle speed; and the feedback indication is to commence decelerating for the route feature.

4. The method of claim 3, wherein turning on and maintaining the feedback indicator comprises determining that the current vehicle position is a predetermined distance from a braking start position for the route feature.

5. The method of claim 4, wherein the predetermined distance is determined based on a driver reaction time and a duration of the feedback indicator on status.

6. The method of any one of claims 4 or 5, wherein the braking start position is determined based on a location on the predetermined route where the vehicle would need to commence braking to achieve the target minimum vehicle speed based on the vehicle deceleration capability and an anticipated vehicle speed at the braking start position.

7. The method of claim 5 or 6, wherein turning off the feedback indicator to indicate to the driver to commence decelerating the vehicle comprises determining that the current vehicle position is at an updated braking start position compensated for the driver reaction time and corresponding to the distance required to decelerate the vehicle to the target minimum vehicle speed.

8. The method of any one of claims 1 to 7, further comprising: identifying a driving line that the vehicle is traversing the route feature to determine any variation from the predetermined route to a different predetermined route, the different predetermined route selected from a plurality of predetermined routes for the route feature; and generating the feedback indication based on any identified different predetermined route.

9. The method of any one of claims 3 to 8, wherein the method further comprises: modifying the target minimum vehicle speed following traversing the route feature to determine a modified target minimum vehicle speed; and varying a characteristic of the feedback indicator for the route feature based on the target minimum vehicle speed and the modified target minimum vehicle speed.

10. The method of claim 9, wherein varying the characteristic of the feedback indicator for the route feature comprises: selecting a first value for the characteristic of the feedback indicator where the modified target minimum speed is greater than the target minimum speed; selecting a second value for the characteristic of the feedback indicator where the modified target minimum speed is less than the target minimum speed; or selecting a third value for the characteristic of the feedback indicator where the modified target minimum speed is equal to the target minimum speed.

11. The method of any one of claims 3 to 8, wherein the method further comprises: modifying a braking distance offset following traversing the route feature to determine a modified braking distance offset; and varying a characteristic of the feedback indicator for the route feature based on the modified braking distance offset.

12. The method of claim 11, wherein varying the characteristic of the feedback indicator for the route feature comprises: selecting a first value for the characteristic of the feedback indicator where the modified braking distance offset is greater than the braking distance offset; selecting a second value for the characteristic of the feedback indicator where the modified braking distance offset is equal to the braking distance offset; orselecting a third value for the characteristic of the feedback indicator where the modified braking distance offset is less than the braking distance offset.

13. The method of claim 11, wherein varying the characteristic of the feedback indicator for the route feature comprises: selecting a first value for the characteristic of the feedback indicator where the modified braking distance offset is positive; selecting a second value for the characteristic of the feedback indicator where the modified braking distance offset is zero; or selecting a third value for the characteristic of the feedback indicator where the modified braking distance offset is negative.

14. The method of any one of claims 2 to 13, wherein the feedback indicator is a tactile, audio, visual, or an audio-visual indicator.

15. The method of any one of claims 5 to 14, further comprising updating the driver reaction time by determining a reaction time delay between the feedback indicator turning off and deceleration commencing and then updating the driver reaction time based on the determined reaction time delay.

16. The method of claim 15, further comprising generating a fatigue warning if the updated reaction time delay exceeds a predetermined time.

17. The method of claim 16, wherein the predetermined time is a previously determined reaction time delay and wherein the reaction time delay exceeds a previously determined reaction time delay by a predetermined amount.

18. The method of any one of claims 1 to 17, wherein the predetermined route is a closed loop driving circuit comprising a plurality of route features comprising comers.

19. The method of claim 18, further comprising initially mapping the predetermined route and its associated route features.

20. The method of claim 19, wherein mapping the predetermined route and its associated route features comprises determining for one or more of the comers: a comer entry location; and a comer exit location.

21. The method of claim 19 or 20, wherein mapping the predetermined route and its associated route features comprises determining one or more comparison points along the predetermined route.

22. The method of claim 21, wherein a difference in vehicle speed between a current lap and a previous lap is determined at a selected comparison point and indicated to the driver.

23. The method of claim 21 or 22, wherein a difference in elapsed lap time between a current lap and a previous lap is determined at a selected comparison point and indicated to the driver.

24. The method of any one of claims 19 to 23, wherein initially mapping the predetermined route and its associated route features comprises mapping a plurality of driving lines for a route feature, wherein the plurality of driving lines corresponds to different predetermined routes that a vehicle may adopt when traversing the route feature.

25. The method of any one of claims 1 to 24, further comprising: determining a lateral G-force of the vehicle when traversing a route feature in a form of a comer; comparing the determined lateral G-force with a G-force profde characterising a cornering performance of the vehicle to determine a cornering grip measure; and indicating the cornering grip measure to the driver.

26. The method of any one of claims 1 to 25, wherein the driver is in control of a virtual vehicle driving a simulated predetermined route.

27. A method for generating a feedback indication to a driver in control of a virtual vehicle driving a simulated predetermined route, comprising: determining, by a computing system, a current virtual vehicle acceleration, speed and position while approaching and traversing a simulated route feature that involves a change in speed of the vehicle; and generating, by the computing system, a feedback indication to the driver in control of the virtual vehicle to commence a change in speed for the simulated route feature based on the current virtual vehicle acceleration, speed and position, a characteristic acceleration capability of the virtual vehicle, and a target virtual vehicle speed for traversing the simulated route feature.

28. The method of claim 27, wherein generating, by the computer system, the feedback indication to commence the change in speed for the simulated route feature comprises: turning on and maintaining a feedback indicator in an on status on approach to the simulated route feature; andturning off the feedback indicator to indicate to the driver to commence the change in speed of the virtual vehicle.

29. The method of claim 27 or 28, wherein: the change in speed of the virtual vehicle involves an initial deceleration and then acceleration of the virtual vehicle; the characteristic acceleration capability of the virtual vehicle is a vehicle deceleration capability; the target virtual vehicle speed is a target minimum vehicle speed; and the feedback indication is to commence decelerating for the simulated route feature.

30. The method of claim 29, wherein turning on and maintaining the feedback indicator comprises determining that the current virtual vehicle position is a predetermined distance from a braking start position for the simulated route feature.

31. The method of claim 30, wherein the predetermined distance is determined based on a driver reaction time and a duration of the feedback indicator on status.

32. The method of any one of claims 30 or 31, wherein the braking start position is determined based on a location on the simulated predetermined route where the virtual vehicle would need to commence braking to achieve the target minimum vehicle speed based on the vehicle deceleration capability and an anticipated virtual vehicle speed at the braking start position.

33. The method of claim 31 or 32, wherein turning off the feedback indicator to indicate to the driver to commence decelerating the virtual vehicle comprises determining that the current virtual vehicle position is at an updated braking start position compensated for the driver reaction time and corresponding to the distance required to decelerate the virtual vehicle to the target minimum vehicle speed.

34. The method of any one of claims 27 to 33, further comprising: identifying a driving line that the virtual vehicle is traversing the simulated route feature to determine any variation from the simulated predetermined route to a different simulated predetermined route, the different simulated predetermined route selected from a plurality of simulated predetermined routes for the simulated route feature; and generating the feedback indication based on any identified different simulated predetermined route.

35. The method of any one of claims 29 to 34, wherein the method further comprises:modifying the target minimum vehicle speed following traversing the simulated route feature to determine a modified target minimum vehicle speed; and varying a characteristic of the feedback indicator for the route feature based on the target minimum vehicle speed and the modified target minimum vehicle speed.

36. The method of claim 35, wherein varying the characteristic of the feedback indicator for the simulated route feature comprises: selecting a first value for the characteristic of the feedback indicator where the modified target minimum speed is greater than the target minimum speed; selecting a second value for the characteristic of the feedback indicator where the modified target minimum speed is less than the target minimum speed; or selecting a third value for the characteristic of the feedback indicator where the modified target minimum speed is equal to the target minimum speed.

37. The method of any one of claims 29 to 34, wherein the method further comprises: modifying a braking distance offset following traversing the route feature to determine a modified braking distance offset; and varying a characteristic of the feedback indicator for the route feature based on the modified braking distance offset.

38. The method of claim 37, wherein varying the characteristic of the feedback indicator for the route feature comprises: selecting a first value for the characteristic of the feedback indicator where the modified braking distance offset is greater than the braking distance offset; selecting a second value for the characteristic of the feedback indicator where the modified braking distance offset is equal to the braking distance offset; or selecting a third value for the characteristic of the feedback indicator where the modified braking distance offset is less than the braking distance offset.

39. The method of claim 37, wherein varying the characteristic of the feedback indicator for the route feature comprises: selecting a first value for the characteristic of the feedback indicator where the modified braking distance offset is positive; selecting a second value for the characteristic of the feedback indicator where the modified braking distance offset is zero; or selecting a third value for the characteristic of the feedback indicator where the modified braking distance offset is negative.

40. The method of any one of claims 28 to 39, wherein the feedback indicator is one or more of a tactile, audio, visual, or an audio-visual indicator.

41. The method of any one of claims 31 to 40, further comprising updating the driver reaction time by determining a reaction time delay between the feedback indicator turning off and deceleration commencing and then updating the driver reaction time based on the determined reaction time delay.

42. The method of claim 41, further comprising generating a fatigue warning if the updated reaction time delay exceeds a predetermined time.

43. The method of claim 42, wherein the predetermined time is a previously determined reaction time delay and wherein the reaction time delay exceeds a previously determined reaction time delay by a predetermined amount.

44. The method of any one of claims 27 to 43, wherein the simulated predetermined route is a closed loop driving circuit comprising a plurality of simulated route features comprising comers.

45. The method of claim 44, further comprising initially mapping the simulated predetermined route and its associated simulated route features.

46. The method of claim 45, wherein mapping the simulated predetermined route and its associated simulated route features comprises determining for one or more of the comers: a comer entry location; and a comer exit location.

47. The method of claim 45 or 46, wherein mapping the simulated predetermined route and its associated route features comprises determining one or more comparison points along the simulated predetermined route.

48. The method of claim 47, wherein a difference in vehicle speed between a current lap and a previous lap is determined at a selected comparison point and indicated to the driver.

49. The method of claim 47 or 48, wherein a difference in elapsed lap time between a current lap and a previous lap is determined at a selected comparison point and indicated to the driver.

50. The method of any one of claims 45 to 49, wherein initially mapping the simulated predetermined route and its associated simulated route features comprises mapping a plurality of driving lines for a simulated route feature, wherein the plurality of driving lines corresponds to different simulated predetermined routes that a virtual vehicle may adopt when traversing the simulated route feature.

51. The method of any one of claims 27 to 50, further comprising: determining a lateral G-force of the virtual vehicle when traversing a simulated route feature in the form of a comer; comparing the determined lateral G-force with a G-force profde characterising the cornering performance of the virtual vehicle to determine a cornering grip measure; and indicating the cornering grip measure to the driver.

52. A system for generating a feedback indication to a driver in control of a vehicle driving a predetermined route, comprising: a vehicle dynamics module configured for determining a current vehicle acceleration, speed and position while approaching and traversing a route feature that involves a change in speed of the vehicle; and a feedback indication module configured for generating a feedback indication to the driver to commence a change in speed for the route feature based on the current vehicle acceleration, speed and position, a characteristic acceleration capability of the vehicle, and a target vehicle speed for traversing the route feature.

53. The system of claim 52, wherein the vehicle dynamics module comprises: a position and speed determining module configured for determining the position and speed of the vehicle; an inertial measurement module configured for determining the acceleration of the vehicle; and a vehicle systems module configured for monitoring driver inputs and vehicle outputs.

54. The system of claim 53, wherein the position and speed determining module comprises: an in-vehicle position and speed determining module; and a base station position determining module, wirelessly connected to the in-vehicle position and speed determining module, for generating and sending position correcting information to the in-vehicle position and speed determining module.

55. The system of claim 54, wherein the position correction information comprises differential GNSS corrections.

56. The system of claim 55, wherein the differential GNSS correction are real-time kinematic (RTK) corrections.

57. The system of any one of claims 53 to 56, wherein the inertial measurement module comprises a 3 -axis accelerometer to measure local inertial acceleration of the vehicle.

58. The system of claim 57, wherein the inertial measurement module is configured to generate orthogonal acceleration values that correspond to straight line, lateral and vertical movement of the vehicle.

59. The system of claim 57 or 58, wherein the inertial measurement module further comprises a 3- axis gyroscope and / or a 3 -axis magnetometer.

60. The system of any one of claims 53 to 59, wherein the vehicle systems module monitors actuation by the driver of a brake pedal and / or an accelerator pedal.

61. The system of any one of claims 53 to 60, wherein the position and speed module is configured to detect an onset of a change in speed.

62. The system of any one of claims 52 to 61, wherein the current vehicle acceleration, speed and position is determined at an update rate of at least 10 Hz.

63. The system of any one of claims 52 to 62, wherein generating the feedback indication to commence the change in speed for the route feature by the feedback indication module comprises: turning on and maintaining a feedback indicator in an on status on approach to the route feature; and turning off the feedback indicator to indicate to the driver to commence the change in speed of the vehicle.

64. The system of claim 52 to 63, wherein: the change in speed of the vehicle involves an initial deceleration and then acceleration of the vehicle; the characteristic acceleration capability of the vehicle is a vehicle deceleration capability; the target vehicle speed is a target minimum vehicle speed; and the feedback indication is to commence decelerating for the route feature.

65. The system of claim 64, wherein turning on and maintaining the feedback indicator comprises determining that the current vehicle position is a predetermined distance from a braking start position for the route feature.

66. The system of claim 65, wherein the predetermined distance is determined based on a driver reaction time and a duration of the feedback indicator on status.

67. The system of any one of claims 54 to 66, wherein the braking start position is determined based on a location on the predetermined route where the vehicle would need to commence braking to achieve the target minimum vehicle speed based on the vehicle deceleration capability and an anticipated vehicle speed at the braking start position.

68. The system of claim 66 or 67, wherein turning off the feedback indicator to indicate to the driver to commence decelerating the vehicle comprises determining that the current vehicle position is at an updated braking start position compensated for the driver reaction time and corresponding to the distance required to decelerate the vehicle to the target minimum vehicle speed.

69. The system of any one of claims 52 to 68, wherein: the vehicle dynamics module is further configured for identifying a driving line that the vehicle is traversing the route feature to determine any variation from the predetermined route to a different predetermined route, the different predetermined route selected from a plurality of predetermined routes for the route feature; and generating the feedback indication by the feedback indication module is based on any identified different predetermined route.

70. The system of any one of claims 64 to 69, wherein the feedback indicator module is further configured for: modifying the target minimum vehicle speed following traversing the route feature to determine a modified target minimum vehicle speed; and varying a characteristic of the feedback indicator for the route feature based on the target minimum vehicle speed and the modified target minimum vehicle speed.

71. The system of claim 70, wherein varying the characteristic of the feedback indicator for the route feature comprises: selecting a first value for the characteristic of the feedback indicator where the modified target minimum speed is greater than the target minimum speed; selecting a second value for the characteristic of the feedback indicator where the modified target minimum speed is less than the target minimum speed; or selecting a third value for the characteristic of the feedback indicator where the modified target minimum speed is equal to the target minimum speed.

72. The system of any one of claims 64 to 69, wherein the feedback indicator module is further configured for: modifying a braking distance offset following traversing the route feature to determine a modified braking distance offset; andvarying a characteristic of the feedback indicator for the route feature based on the modified braking distance offset.

73. The system of claim 72, wherein varying the characteristic of the feedback indicator for the route feature comprises: selecting a first value for the characteristic of the feedback indicator where the modified braking distance offset is greater than the braking distance offset; selecting a second value for the characteristic of the feedback indicator where the modified braking distance offset is equal to the braking distance offset; or selecting a third value for the characteristic of the feedback indicator where the modified braking distance offset is less than the braking distance offset.

74. The system of claim 73, wherein varying the characteristic of the feedback indicator for the route feature comprises: selecting a first value for the characteristic of the feedback indicator where the modified braking distance offset is positive; selecting a second value for the characteristic of the feedback indicator where the modified braking distance offset is zero; or selecting a third value for the characteristic of the feedback indicator where the modified braking distance offset is negative.

75. The system of any one of claims 63 to 74, wherein the feedback indicator is one or more of a tactile, audio, visual, or an audio-visual indicator.

76. The system of any one of claims 66 to 75, further comprising updating the driver reaction time by determining a reaction time delay between the feedback indicator turning off and deceleration commencing and then updating the driver reaction time based on the determined reaction time delay.

77. The system of claim 76, further comprising generating by the feedback indication module a fatigue warning if the updated reaction time delay exceeds a predetermined time.

78. The system of claim 77, wherein the predetermined time is a previously determined reaction time delay and wherein the reaction time delay exceeds a previously determined reaction time delay by a predetermined amount.

79. The system of any one of claims 52 to 78, wherein the predetermined route is a closed loop driving circuit comprising a plurality of route features comprising comers.

80. The system of claim 79, further comprising a mapping module for initially mapping the predetermined route and its associated route features.

81. The system of claim 80, wherein mapping the predetermined route and its associated route features by the mapping module comprises determining for one or more of the comers: a comer entry location; and a comer exit location.

82. The system of claim 81, wherein mapping the predetermined route and its associated route features comprises determining one or more comparison points along the predetermined route.

83. The system of claim 82, wherein a difference in vehicle speed between a current lap and a previous lap is determined at a selected comparison point and indicated to the driver.

84. The system of claim 82 or 83, wherein a difference in elapsed lap time between a current lap and a previous lap is determined at a selected comparison point and indicated to the driver.

85. The system of any one of claims 80 to 84, wherein initially mapping the predetermined route and its associated route features by the mapping module comprises mapping a plurality of driving lines for a route feature, wherein the plurality of driving lines corresponds to different predetermined routes that a vehicle may adopt when traversing the route feature.

86. The system of any one of claims 52 to 85, wherein the vehicle dynamics module is further configured for: determining a lateral G-force of the vehicle when traversing a route feature in the form of a comer; comparing the determined lateral G-force with a G-force profile characterising the cornering performance of the vehicle to determine a cornering grip measure; and indicating the cornering grip measure to the driver.

87. The system of any one of claims 52 to 86, further comprising a driver output interface to indicate to the driver the feedback indication.

88. The system of claim 87, wherein the driver output interface comprises an in-vehicle display.

89. A system for generating a feedback indication to a driver in control of a vehicle driving a predetermined route, comprising means to carry out the method of any one of claims 1 to 26.

90. A computer system for generating a feedback indication to a driver in control of a virtual vehicle driving a simulated predetermined route comprising: a data processor configured to execute instructions in accordance with the method of any one of claims 27 to 51.

91. The computer system of claim 90, further comprising an output interface for communicating the feedback indication to the driver in control of the virtual vehicle.

92. The computer system of claim 91, wherein the output interface comprises a display of the computer system.

93. A computer system for generating a feedback indication to a driver in control of a virtual vehicle driving a simulated predetermined route comprising means to carry out the method of any one of claims 27 to 51.

94. A computer-implemented simulator system for a driver controlling a virtual vehicle along a simulated predetermined route comprising at least one simulated route feature, the simulator comprising at least one data processor and associated data storage and comprising: a driver control module to receive driver control inputs; a physics engine module to generate current virtual vehicle position, speed and acceleration based on the simulated predetermined route and driver control inputs; a virtual environment module for generating a virtual environment for the driver in accordance with current vehicle position, speed and acceleration; and a feedback indication module configured to generate a feedback indication in accordance with the method of any one of claims 27 to 51.

95. The simulator system of claim 94, wherein the virtual environment module is configured for providing the feedback indication to the driver.

96. The simulator system of claim 94 or 95, wherein the virtual environment module comprises at least one of: a graphics engine and display for generating and displaying a rendered scene corresponding to a current drivers view; an audio engine for generating audio information; or a tactile response engine for generating tactile information.

97. The simulator system of any one of claims 94 to 96, wherein the simulator system comprises: a motion platform to simulate movement of the vehicle and wherein the virtual environment module comprises a motion control engine to generate motion control information to control the motion platform.

98. One or more computer-readable storage mediums storing computer-executable instructions that when executed by a computing system control the computing system to perform a method for generating a feedback indication to a driver in control of a virtual vehicle driving a simulated predetermined route in accordance with the method of any one of claims 1 to 26 or 27 to 51.

Images