Method for controlling a motor vehicle with a compromised level of alertness of the driver

Abstract

The invention relates to a method for controlling a motor vehicle, using a unit for analysing the level of alertness of the driver of the motor vehicle, the analysis unit including at least two detection elements located in the motor vehicle, the level of alertness of the driver having been deemed to be compromised, the method including at least the following steps: - receiving at least one piece of information from at least one of the detection elements of the analysis unit; - analysing the at least one piece of information; and - re-evaluating the level of alertness of the driver according to the analysis, in order to trigger actions in order to leave or return control of the vehicle to the driver.

Description

[0001] Description

[0002] Title: Method for controlling a motor vehicle with a compromised driver vigilance level

[0003] Technical field

[0004] The present invention relates to a method for controlling a motor vehicle, using a unit for analyzing the level of vigilance of the driver of the motor vehicle.

[0005] Prior art

[0006] Some of the causes of road accidents are linked to driver discomfort or drowsiness.

[0007] Known technologies now allow for various ways to detect this driver condition. In addition, technologies for partially automated longitudinal and lateral control of vehicles are also known. This makes it possible to secure the vehicle in this situation in order to limit the consequences and risks of an accident.

[0008] Several methods and technical solutions are known for monitoring driver status. There are so-called "indirect" solutions where the use of additional sensors is not necessary: ​​​​already available vehicle information, such as speed, acceleration, steering wheel angle, is used to model driver behavior. Atypical behavior, deviating from usual driving, can therefore be interpreted as a lack of awareness or discomfort on the part of the driver.

[0009] More recently, the emergence of new sensors has made it possible to improve detection methods and to have new strategies for detecting problems.

[0010] However, sources of information on the driver's state of consciousness are unreliable due to the complexity of their preparation.

[0011] Additionally, various forms of illness and discomfort can lead to ambiguous behavior with vehicle controls. A driver suffering a heart attack may tense up on the pedals, or a driver experiencing an epileptic seizure may use steering wheel inputs that falsely suggest they are in control of the vehicle. Ambiguous driver behavior alone should not be allowed to trigger the safety maneuver to be stopped.

[0012] US patent 11,351,989 discloses the provision of different alert level choices depending on the driver's condition. However, the method described does not provide any element for cancelling a vehicle safety maneuver, or the prior alert, activated inadvertently by the system.

[0013] Application DE 102019124979 describes a method for switching from manual driving mode to autonomous driving mode. It proposes activation of different types of MRM (Minimum Risk Maneuver) taking into account the driver's state and the external environment.

[0014] Patent US9815460 discloses a safe method for stopping a vehicle following a safety maneuver by the driver. It proposes the use of a digital map and the use of environmental sensors to select the optimal stopping position for the vehicle.

[0015] International application WO 2023 / 079007 describes a method using a single criterion, that of detecting the absence of hands on the steering wheel, to decide whether to trigger the vehicle safety maneuver.

[0016] Furthermore, if the driver returns to normal driving conditions, the system must return control of the vehicle to the driver and stop the alerts and the stopping maneuver. This phase is quite critical because it must discriminate between the reasonably foreseeable actions of a driver experiencing discomfort and the actions of a driver genuinely wanting to regain control of the vehicle, whether as a result of poor behavior on their part that triggered the system or confusion on the part of the system that misinterpreted the situation.

[0017] Since sources of information on the driver's state of consciousness are unreliable due to the complexity of their development, the criteria for a healthy and fit driver to be able to cancel an Emergency Stop Assist (ESA) maneuver triggered inadvertently are therefore difficult to determine.

[0018] Presentation of the invention There is thus a need to further improve the methods for controlling a motor vehicle in the event that the driver's level of vigilance is deemed to be compromised.

[0019] Summary of the invention

[0020] Control process

[0021] The present invention meets this need thanks to, according to one of its aspects, a method for controlling a motor vehicle, using a unit for analyzing the level of vigilance of the driver of the motor vehicle, said analysis unit comprising at least two detection elements located in the motor vehicle, said level of vigilance of the driver having been judged to be compromised, the method comprising at least the following steps: receiving at least one piece of information from at least one of said detection elements of the analysis unit, analyzing said at least one piece of information, and

[0022] - reassess the driver's level of vigilance based on said analysis, in order to trigger actions to leave or restore control of the vehicle to the driver.

[0023] The invention provides the assurance of being able to regain control over the maneuver in a natural manner in the event of a misinterpretation of the driver's compromised level of vigilance by the system. It is possible to ignore ambiguous actions by the driver, which may be due to symptoms of the current illness or malaise.

[0024] The invention allows for a high degree of adaptability in terms of decision-making sources and technologies. The invention induces greater tolerance for behaviors potentially generated by the discomfort itself, such as tension on the brake or accelerator pedals or trembling on the steering wheel.

[0025] Alert actions

[0026] When the analysis indicates a compromised level of vigilance, the actions triggered to alert the driver and / or take control of the vehicle may consist of at least triggering a visual and / or audible alert, triggering the vehicle to keep in the lane, triggering the maintenance of a safe distance with a preceding vehicle, deactivating the driver's accelerator pedal, and / or triggering the hazard lights, then, if the level of vigilance remains compromised after a new analysis after a first determined period, generating a series of at least one braking jerk, then, if the level of vigilance remains compromised after a new analysis after a second determined period, braking the motor vehicle to a stop and unlocking the vehicle doors.

[0027] These actions can correspond to a sequence, triggered to keep the driver safe, and can be separated into three different phases.

[0028] The first phase advantageously involves alerting the driver, in particular by displaying a pictogram on the dashboard, a specific sound, vibration of the steering wheel or pedals, etc. The aim is to be able to attract the driver's attention so that, if possible, he can correct the problem himself or possibly stop himself, avoiding going to the following steps.

[0029] After detecting a driver problem and in the absence of a reaction to the alerts, the system may consider that the driver's condition is serious and may take control of various vehicle actuators such as the engine, brakes, steering or various warning devices. The system may begin to apply a driver safety strategy such as simple braking, braking and keeping in the lane or braking and stopping on the emergency lane to limit the risk of further accidents linked to the driver's unavailability. During this phase, the alerts advantageously continue to be issued, or are even intensified, in order to continue trying to attract the driver's attention.

[0030] When the vehicle reaches zero speed, the system takes the necessary steps to ensure that the vehicle remains stationary and keeps the driver safe, such as activating the hazard lights, calling emergency services, and unlocking the doors for help.

[0031] Each of these actions are advantageously independent so that if one of them is not effective, such as possibly keeping in the lane being impossible, the other measures such as maintaining a minimum distance or decelerating until the vehicle stops will be independently applied to contribute to reducing the severity of the potential accident due to the driver's inability to drive the vehicle.

[0032] Exit conditions

[0033] In a preferred embodiment, one of the detection elements of the analysis unit being a first sensor for measuring the depression by the driver of the brake pedal of the motor vehicle, another of the detection elements of the analysis unit being a second sensor for detecting whether the driver has his hands on a steering wheel of the motor vehicle, control of the vehicle is left or given back to the driver if the information from the first sensor indicates that the variation in the depression of the brake pedal is greater than a predetermined value of less than 20% depression and if the information from the second sensor indicates that the driver has his hands on the steering wheel.

[0034] Alternatively or in combination, one of the detection elements of the analysis unit being a first sensor for measuring the depression by the driver of the brake pedal of the motor vehicle, another of the detection elements of the analysis unit being a second sensor for detecting whether the driver has his hands on a steering wheel of the motor vehicle, control of the vehicle is left or given back to the driver if the information from the first sensor indicates that the depression of the brake pedal is greater than a predetermined value of less than 20% depression and if the information from the second sensor indicates that the driver has his hands on the steering wheel.

[0035] Alternatively or in combination, one of the detection elements of the analysis unit being a first sensor connected to a button located on the steering wheel of the vehicle, another of the detection elements of the analysis unit being a second sensor for detecting whether the driver has his hands on a steering wheel of the motor vehicle, control of the vehicle is left or given back to the driver if the information from the first sensor indicates a press of the button and if the information from the second sensor indicates that the driver has his hands on the steering wheel.

[0036] Alternatively or in combination, one of the detection elements of the analysis unit being a first sensor for measuring the depression by the driver of the accelerator pedal of the motor vehicle, another of the detection elements of the analysis unit being a second sensor for detecting whether the driver has his hands on a steering wheel of the motor vehicle, control of the vehicle is left or given back to the driver if the information from the first sensor indicates that the depression of the accelerator pedal is greater than a predetermined value of less than 20% depression and if the information from the second sensor indicates that the driver has his hands on the steering wheel.

[0037] Alternatively or in combination, the vehicle having been immobilized or not following a level of vigilance deemed compromised, one of the detection elements of the analysis unit being a steering torque observation system, control of the vehicle is left or returned to the driver if the information from said system indicates that the steering torque is greater than a predetermined value, in particular greater than or equal to 3 Nm

[0038] Alternatively or in combination, one of the detection elements of the analysis unit being a sensor for measuring the depression by the driver of the brake pedal of the motor vehicle, control of the vehicle is left or given back to the driver if the information from the sensor indicates that the variation in the depression of the brake pedal is greater than a predetermined value greater than 20% depression.

[0039] Alternatively or in combination, the vehicle having been immobilized or not following a level of vigilance deemed compromised, one of the detection elements of the analysis unit being a sensor for measuring the depression by the driver of the accelerator pedal of the motor vehicle, control of the vehicle is left or given back to the driver if the information from the sensor indicates that the variation in the depression of the accelerator pedal is greater than a predetermined value greater than 20% depression.

[0040] Alternatively or in combination, the vehicle having been immobilized or not following a level of vigilance deemed compromised, one of the detection elements of the analysis unit being a sensor for detecting the position of the gear lever, control of the vehicle is left or returned to the driver if the information from said sensor indicates that a change in the position of the gear lever has taken place.

[0041] Alternatively or in combination, the vehicle having been immobilized or not following a level of vigilance deemed compromised, one of the detection elements of the analysis unit being a sensor connected to a parking brake deactivation button, control of the vehicle is left or returned to the driver if the information from said sensor indicates that the button has been pressed.

[0042] Alternatively or in combination, the vehicle having been immobilized or not following a level of vigilance deemed compromised, one of the detection elements of the analysis unit being a first sensor for measuring the depression by the driver of the accelerator pedal of the motor vehicle, another of the detection elements of the analysis unit being a system for observing the steering wheel torque, control of the vehicle is left or given back to the driver if the information from the first sensor indicates that the variation in the depression of the accelerator pedal is greater than a predetermined value of less than 20% depression and if the information from said system indicates that the steering wheel torque is greater than a predetermined value.

[0043] Alternatively or in combination, when the vehicle has been immobilized following a level of vigilance deemed compromised, one of the detection elements of the analysis unit being a first sensor connected to a button located on the steering wheel of the vehicle, another of the detection elements of the analysis unit being a second sensor for detecting whether the driver has his hands on a steering wheel of the motor vehicle, control of the vehicle is left or given back to the driver if the information from the first sensor indicates a press of the button and if the information from the second sensor indicates that the driver has his hands on the steering wheel.

[0044] Alternatively or in combination, when the vehicle has been immobilized following a level of vigilance deemed compromised, one of the detection elements of the analysis unit being a first sensor for measuring the driver's depression of the accelerator pedal of the motor vehicle, another of the detection elements of the analysis unit being a second sensor for detecting whether the driver has his hands on a steering wheel of the motor vehicle, control of the vehicle is left or given back to the driver if the information from the first sensor indicates that the depression of the accelerator pedal is greater than a predetermined value of less than 20% depression and if the information from the second sensor indicates that the driver has his hands on the steering wheel.

[0045] All of the conditions described above can be used in combination.

[0046] By "brake pedal depression variation" is meant the absolute difference in brake pedal depression between the present instant and the instant when the first phase of the ESA started.

[0047] By "change in accelerator pedal depression" is meant the absolute difference in accelerator pedal depression between the present instant and the instant when the first phase of VESA started.

[0048] Alternatively or in combination with pedal depression, the pressure force on said pedal can also be considered.

[0049] Analysis of the level of vigilance The analysis method for judging that the level of vigilance of the driver of the motor vehicle is compromised advantageously uses a unit for analyzing the level of vigilance of the driver of the motor vehicle, said analysis unit comprising at least two detection elements located in the motor vehicle. Preferably, the method comprises at least the following steps: receiving at least one piece of information from at least one of said detection elements of the analysis unit regarding the level of vigilance of the vehicle driver, analyzing at least said information, and when the analysis of said at least one piece of information indicates a compromised level of vigilance, triggering one or more actions to alert the driver and / or take control of the vehicle.

[0050] In a preferred embodiment, one of the detection elements of the analysis unit is a camera located in the motor vehicle, configured to observe the driver. In this case, the level of vigilance is advantageously compromised if the information from the camera indicates that the driver is unconscious, asleep or unfit to drive by direct observation of his posture and / or his face, in particular an abnormal head posture, a facial expression suggesting pain or a stroke, closed eyes.

[0051] Alternatively or in combination, one of the detection elements of the analysis unit is a sensor for detecting that the driver does not have his hands on a steering wheel of the motor vehicle, in particular a capacitive steering wheel sensor, or a system for observing the steering wheel torque, or a system for observing the vibration excitations of the steering wheel, or direct observation of the hands by a camera. In this case, the level of vigilance is advantageously compromised if the information from said sensor indicates that the driver does not have his hands on a steering wheel of the motor vehicle for a predetermined consecutive duration, in particular greater than or equal to 1000 ms.

[0052] Alternatively or in combination, one of the detection elements of the analysis unit is a sensor for detecting that the driver is not touching any pedal of the motor vehicle. In this case, the level of vigilance is advantageously compromised if the information from said sensor indicates that the driver is not touching any pedal of the motor vehicle for a predetermined consecutive period, information that the speed of the motor vehicle is not automatically regulated being available at the analysis unit.

[0053] Motor vehicle

[0054] According to another of its aspects, the invention relates to a motor vehicle comprising a powertrain, a braking system and at least two detection elements connected to or included in an analysis unit, the vehicle comprising at least one electronic module configured to implement the control method according to the invention.

[0055] The characteristics stated in relation to the process apply to the vehicle and vice versa.

[0056] Brief description of the drawings

[0057] The invention may be better understood by reading the detailed description which follows, a non-limiting example of its implementation, and by examining the attached drawing, in which

[0058] [Fig 1] Figure 1 represents an automaton illustrating an example of implementation of the invention, and

[0059] [Fig 2] Figure 2 is a diagram illustrating various elements used in an exemplary implementation of the invention.

[0060] Detailed description

[0061] Figure 1 shows an automaton corresponding to an example of implementation of the invention.

[0062] In the lower part of this diagram, the table indicates the expected actions during the different phases of the Emergency Stop Assist (ESA) method, implemented in the invention, on the different systems such as the display 6, the brakes 7, the powertrain 8, the steering 9, the warning lamps or hazard lights 10 and the doors 12, as shown in Figure 2.

[0063] The upper part of the diagram shows the transition logic from one ESA phase to another in the form of a state diagram. It should be noted in this diagram that: "Phase" represents the number of the ESA phase for which specific actions will be ordered on the vehicle,

[0064] “ESA_ConditionsGénériques” represents the minimum generic conditions to activate an ESA maneuver, defined as the feature being configured on the vehicle and the ES A maneuver exit condition “ESAConditionsSortie” being false for at least a predefined duration, “Malaise” represents confirmation of the driver’s unfit-to-drive status from the driver 2 surveillance camera,

[0065] “HOD_Alert_2” represents the confirmed hands-off alert state as defined in the MRM maneuver described in the regulations, “Hands-off represents the raw state of the hands-off measuring device(s) of potentially different natures such as the capacitive steering wheel sensor, steering wheel torque observations, observation of vibration excitations or observation of hands by a camera,

[0066] “Speed” represents the vehicle speed from sensors 14,

[0067] T represents the duration of a PESA phase,

[0068] Labels starting with P_tng_s_ represent predefined duration values,

[0069] “ESAConditionsSortie” and “ESAConditionsSortieArret” represent the conditions for deactivating the ESA maneuver, i.e. the method according to the invention.

[0070] More particularly, the method for controlling a motor vehicle according to the invention uses an analysis unit 1 for the level of vigilance of the driver of the motor vehicle. This analysis unit comprises at least two detection elements located in the motor vehicle, and, the level of vigilance of the driver having been judged to be compromised, the method comprises at least the following steps:

[0071] - receive at least one piece of information from at least one of said detection elements of the analysis unit, analyze said at least one piece of information, and reassess the driver's level of vigilance based on said analysis, in order to trigger actions to leave or restore control of the vehicle to the driver.

[0072] Preferably and as visible in Figure 2, one of the detection elements of the analysis unit being a first sensor for measuring the depression by the driver of the brake pedal 3 of the motor vehicle, another of the detection elements of the analysis unit being a second sensor 4 for detecting whether the driver has his hands on a steering wheel of the motor vehicle, control of the vehicle is left or given back to the driver if the information from the first sensor indicates that the variation in the depression of the brake pedal is greater than a predetermined value of less than 20% depression and if the information from the second sensor indicates that the driver has his hands on the steering wheel.

[0073] Alternatively or in combination, one of the detection elements of the analysis unit being a first sensor for measuring the depression by the driver of the brake pedal 3 of the motor vehicle, another of the detection elements of the analysis unit being a second sensor 4 for detecting whether the driver has his hands on a steering wheel of the motor vehicle, control of the vehicle is left or given back to the driver if the information from the first sensor indicates that the depression of the brake pedal is greater than a predetermined value of less than 20% depression and if the information from the second sensor indicates that the driver has his hands on the steering wheel.

[0074] Alternatively or in combination, one of the detection elements of the analysis unit being a first sensor connected to a button 5 located on the steering wheel of the vehicle, another of the detection elements of the analysis unit being a second sensor 4 for detecting whether the driver has his hands on a steering wheel of the motor vehicle, control of the vehicle is left or given back to the driver if the information from the first sensor indicates a press of the button and if the information from the second sensor indicates that the driver has his hands on the steering wheel.

[0075] Alternatively or in combination, one of the detection elements of the analysis unit being a first sensor for measuring the depression by the driver of the accelerator pedal 3 of the motor vehicle, another of the detection elements of the analysis unit being a second sensor 4 for detecting whether the driver has his hands on a steering wheel of the motor vehicle, control of the vehicle is left or given back to the driver if the information from the first sensor indicates that the depression of the accelerator pedal is greater than a predetermined value of less than 20% depression and if the information from the second sensor indicates that the driver has his hands on the steering wheel.

[0076] Alternatively or in combination, the vehicle having been immobilized or not following a level of vigilance deemed compromised, one of the detection elements of the analysis unit being a steering torque observation system 4, control of the vehicle is left or returned to the driver if the information from said system indicates that the steering torque is greater than a predetermined value.

[0077] Alternatively or in combination, one of the detection elements of the analysis unit being a sensor for measuring the depression by the driver of the brake pedal 3 of the motor vehicle, control of the vehicle is left or given back to the driver if the information from the sensor indicates that the variation in the depression of the brake pedal is greater than a predetermined value greater than 20% depression.

[0078] Alternatively or in combination, the vehicle having been immobilized or not following a level of vigilance deemed compromised, one of the detection elements of the analysis unit being a sensor for measuring the depression by the driver of the accelerator pedal 3 of the motor vehicle, control of the vehicle is left or given back to the driver if the information from the sensor indicates that the variation in the depression of the accelerator pedal is greater than a predetermined value greater than 20% depression.

[0079] Alternatively or in combination, the vehicle having been immobilized or not following a level of vigilance deemed compromised, one of the detection elements of the analysis unit being a sensor for detecting the position of the gear lever, control of the vehicle is left or returned to the driver if the information from said sensor indicates that a change in the position of the gear lever has taken place.

[0080] Alternatively or in combination, the vehicle having been immobilized or not following a level of vigilance deemed compromised, one of the detection elements of the analysis unit being a sensor connected to a parking brake deactivation button, control of the vehicle is left or returned to the driver if the information from said sensor indicates that the button has been pressed.

[0081] Alternatively or in combination, the vehicle having been immobilized or not following a level of vigilance deemed compromised, one of the detection elements of the analysis unit being a first sensor for measuring the depression by the driver of the accelerator pedal 3 of the motor vehicle, another of the detection elements of the analysis unit being a steering wheel torque observation system 4, control of the vehicle is left or given back to the driver if the information from the first sensor indicates that the variation in the depression of the accelerator pedal is greater than a predetermined value of less than 20% depression and if the information from said system indicates that the steering wheel torque is greater than a predetermined value.

[0082] Alternatively or in combination, when the vehicle has been immobilized following a level of vigilance deemed compromised, one of the detection elements of the analysis unit being a first sensor connected to a button 5 located on the steering wheel of the vehicle, another of the detection elements of the analysis unit being a second sensor 4 for detecting whether the driver has his hands on a steering wheel of the motor vehicle, control of the vehicle is left or given back to the driver if the information from the first sensor indicates a press of the button and if the information from the second sensor indicates that the driver has his hands on the steering wheel.

[0083] Alternatively or in combination, when the vehicle has been immobilized following a level of vigilance deemed compromised, one of the detection elements of the analysis unit being a first sensor for measuring the depression by the driver of the accelerator pedal 3 of the motor vehicle, another of the detection elements of the analysis unit being a second sensor 4 for detecting whether the driver has his hands on a steering wheel of the motor vehicle, control of the vehicle is left or given back to the driver if the information from the first sensor indicates that the depression of the accelerator pedal is greater than a predetermined value of less than 20% depression and if the information from the second sensor indicates that the driver has his hands on the steering wheel.

[0084] The invention is not limited to the examples which have just been described.

[0085] In particular, other detection elements can be used.

Claims

Claims 1. Method for controlling a motor vehicle, using a unit for analyzing the level of vigilance of the driver of the motor vehicle, said analysis unit comprising at least two detection elements located in the motor vehicle, said level of vigilance of the driver having been judged to be compromised, the method comprising at least the following steps: receiving at least one piece of information from at least one of said detection elements of the analysis unit, analyzing said at least one piece of information, and - reassess the driver's level of vigilance based on said analysis, in order to trigger actions to leave or restore control of the vehicle to the driver.

2. Method according to claim 1, in which, one of the detection elements of the analysis unit being a first sensor for measuring the depression by the driver of the brake pedal of the motor vehicle, another of the detection elements of the analysis unit being a second sensor for detecting whether the driver has his hands on a steering wheel of the motor vehicle, control of the vehicle is left or given back to the driver if the information from the first sensor indicates that the variation in the depression of the brake pedal is greater than a predetermined value of less than 20% depression and if the information from the second sensor indicates that the driver has his hands on the steering wheel.

3. Method according to claim 1 or 2, in which, one of the detection elements of the analysis unit being a first sensor for measuring the depression by the driver of the brake pedal of the motor vehicle, another of the detection elements of the analysis unit being a second sensor for detecting whether the driver has his hands on a steering wheel of the motor vehicle, control of the vehicle is left or given back to the driver if the information from the first sensor indicates that the depression of the brake pedal is greater than a value predetermined less than 20% depression and if the information from the second sensor indicates that the driver has his hands on the steering wheel.

4. Method according to any one of the preceding claims, in which, one of the detection elements of the analysis unit being a first sensor connected to a button located on the steering wheel of the vehicle, another of the detection elements of the analysis unit being a second sensor for detecting whether the driver has his hands on a steering wheel of the motor vehicle, control of the vehicle is left or given back to the driver if the information from the first sensor indicates a press of the button and if the information from the second sensor indicates that the driver has his hands on the steering wheel.

5. Method according to any one of the preceding claims, in which, one of the detection elements of the analysis unit being a first sensor for measuring the depression by the driver of the accelerator pedal of the motor vehicle, another of the detection elements of the analysis unit being a second sensor for detecting whether the driver has his hands on a steering wheel of the motor vehicle, control of the vehicle is left or given back to the driver if the information from the first sensor indicates that the depression of the accelerator pedal is greater than a predetermined value of less than 20% depression and if the information from the second sensor indicates that the driver has his hands on the steering wheel.

6. Method according to any one of the preceding claims, in which, the vehicle having been immobilized or not following a level of vigilance deemed compromised, one of the detection elements of the analysis unit being a steering torque observation system, control of the vehicle is left or returned to the driver if the information from said system indicates that the steering torque is greater than a predetermined value.

7. Method according to any one of the preceding claims, in which, one of the detection elements of the analysis unit being a sensor for measuring the depression by the driver of the brake pedal of the motor vehicle, control of the vehicle is left or given back to the driver if the information from the sensor indicates that the variation in brake pedal depression is greater than a predetermined value greater than 20% depression.

8. Method according to any one of the preceding claims, in which, the vehicle having been immobilized or not following a level of vigilance deemed compromised, one of the detection elements of the analysis unit being a sensor for measuring the depression by the driver of the accelerator pedal of the motor vehicle, control of the vehicle is left or given back to the driver if the information from the sensor indicates that the variation in the depression of the accelerator pedal is greater than a predetermined value greater than 20% depression.

9. Method according to any one of the preceding claims, in which, the vehicle having been immobilized or not following a level of vigilance deemed compromised, one of the detection elements of the analysis unit being a sensor for detecting the position of the gear lever, control of the vehicle is left or given back to the driver if the information from said sensor indicates that a change in the position of the gear lever has taken place.

10. Method according to any one of the preceding claims, in which, the vehicle having been immobilized or not following a level of vigilance deemed compromised, one of the detection elements of the analysis unit being a sensor connected to a parking brake deactivation button, control of the vehicle is left or given back to the driver if the information from said sensor indicates that the button has been pressed.

11. Method according to any one of the preceding claims, in which, the vehicle having been immobilized or not following a level of vigilance deemed compromised, one of the detection elements of the analysis unit being a first sensor for measuring the depression by the driver of the accelerator pedal of the motor vehicle, another of the detection elements of the analysis unit being a system for observing the steering wheel torque, control of the vehicle is left or given back to the driver if the information from the first sensor indicates that the variation in the depression of the accelerator pedal is greater than a predetermined value of less than 20% depression and if the information from said system indicates that the flywheel torque is greater than a predetermined value, in particular greater than or equal to 3 Nm 12. Method according to any one of the preceding claims, in which, when the vehicle has been immobilized following a level of vigilance deemed to be compromised, one of the detection elements of the analysis unit being a first sensor connected to a button located on the steering wheel of the vehicle, another of the detection elements of the analysis unit being a second sensor for detecting whether the driver has his hands on a steering wheel of the motor vehicle, control of the vehicle is left or given back to the driver if the information from the first sensor indicates a press of the button and if the information from the second sensor indicates that the driver has his hands on the steering wheel.

13. Method according to any one of the preceding claims, in which, when the vehicle has been immobilized following a level of vigilance deemed to be compromised, one of the detection elements of the analysis unit being a first sensor for measuring the depression by the driver of the accelerator pedal of the motor vehicle, another of the detection elements of the analysis unit being a second sensor for detecting whether the driver has his hands on a steering wheel of the motor vehicle, control of the vehicle is left or given back to the driver if the information from the first sensor indicates that the depression of the accelerator pedal is greater than a predetermined value of less than 20% depression and if the information from the second sensor indicates that the driver has his hands on the steering wheel.

14. Motor vehicle comprising a powertrain, a braking system and at least two detection elements connected to or included in an analysis unit, the vehicle comprising at least one electronic module configured to implement the control method according to any one of the preceding claims.

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