Patent Description:
Automated driving systems (ADS), also referred to as Advanced driver-assistance systems (ADAS), are electronic systems that assist drivers in driving and parking functions and/or automate parts of driving tasks. ADAS systems use automated technology, such as sensors, to detect nearby obstacles or to detect hazards. ADAS systems are able to perform one or more of: longitudinal vehicle control (automated acceleration and/or automated braking); lateral vehicle control (automated steering); and process driver inputs and alert the driver to a hazard or opportunity via a humanmachine interface (HMI).

Examples of ADAS include: autonomous emergency braking; driver condition monitoring; traffic sign recognition; adaptive cruise control; blind spot assist; reverse crossing traffic detection; and parking assistance, among others.

An ADAS function may be disabled completely if one sensor of a plurality of sensors is inoperative, even if the other operative sensors may provide situational awareness regarding the majority of the environment surrounding the vehicle. A sensor may become inoperative if it is blocked by dirt or insects, or if a detectable fault occurs.

For further information relating to a vehicle control system for a vehicle with a plurality of environment sensors which have different or overlapping detection areas, the reader is directed to German patent application number <CIT>. For further information relating a parking assistance system with which it is possible to continue automatic parking even when an external recognition device fails, the reader is directed to United States patent publication number <CIT>.

According to an aspect of the invention there is provided a control system for a vehicle, the control system comprising one or more controllers, wherein the control system is configured to: enable a driver assistance system in dependence on information from a plurality of sensors; determine that one or more of the plurality of sensors is inoperative while another one or more of the plurality of sensors is operative; and restrict functionality of the enabled driver assistance system in dependence on the inoperative one or more sensors, wherein the driver assistance system is configured to provide one or more parking assistance functions, the one or more parking assistance functions comprising automated parking and parking space detection, and wherein restricting the functionality comprises restricting automated parking without restricting parking space detection, in dependence on the inoperative one or more of the sensors, such that, when automated parking is not available, the parking space detection function is operable to render an alert via a human machine interface (HMI) when a detected parking space meets parking suitability conditions and to alert a driver that parking in said detected space has to be performed manually. An advantage is that the driver assistance system is more frequently usable, due to a staged degradation process.

In some examples, restricting the functionality comprises restricting automated manoeuvring to a subset of one or more directions in dependence on the inoperative one or more of the sensors.

In some examples, restricting the functionality comprises transmitting a prompt for output to a driver, prompting the driver to control manoeuvring when manoeuvring in another direction is required, not from the subset of one or more directions.

In some examples, the control system is configured to restrict functionality of the driver assistance system in dependence on at least one of: in which longitudinal direction a sensing axis of the inoperative one or more of the sensors extends; in which lateral direction a sensing axis of the inoperative one or more of the sensors is positionally and/or angularly offset; and a sensor modality of the inoperative one or more of the sensors.

In some examples, the plurality of sensors comprise sensors providing a first sensor modality and optionally sensors providing a second sensor modality, and wherein the vehicle is configured to be manoeuvred in a first longitudinal direction and in a second longitudinal direction and is configured to be steered in a first lateral direction and in a second lateral direction.

In some examples, the first sensor modality is an ultrasonic sensor modality, and wherein the second sensor modality is a vision sensor modality.

In some examples, when the inoperative one or more of the sensors includes at least one sensor providing the first sensor modality with a sensor axis extending in the first longitudinal direction, restricting the functionality comprises at least partially inhibiting automated manoeuvring in the first longitudinal direction without inhibiting automated manoeuvring in the second longitudinal direction.

In some examples, if the sensor axis is angularly and/or positionally offset in the first lateral direction, at least partially inhibiting automated manoeuvring in the first longitudinal direction comprises inhibiting automated manoeuvring in the first longitudinal direction with steering in the first lateral direction without inhibiting automated manoeuvring in the first longitudinal direction with steering in the second lateral direction.

In some examples, when the one or more inoperative sensors includes at least one sensor providing the second sensor modality but does not include at least one sensor providing the first sensor modality, automated manoeuvring in the first longitudinal direction is not inhibited.

In some examples, when the inoperative one or more of the sensors includes a subset of at least one sensor providing the first sensor modality and having a sensor axis extending in the first longitudinal direction, restricting the functionality comprises at least partially inhibiting automated manoeuvring of the vehicle in the first longitudinal direction without inhibiting detection of parking spaces offset from the vehicle in the first longitudinal direction.

In some examples, if the sensor axis is angularly and/or positionally offset in the first lateral direction, restricting the functionality comprises inhibiting automated manoeuvring of the vehicle in the first longitudinal direction with steering in the first lateral direction without inhibiting automated manoeuvring in the first longitudinal direction with steering in the second lateral direction and without inhibiting detection of parking spaces offset from the vehicle in the first longitudinal direction.

In some examples, the driver assistance system is configured to fuse the information from the plurality of sensors, comprising fusing information from different sensor modalities.

According to an aspect of the invention there is provided a vehicle comprising the control system as previously described.

According to an aspect of the invention there is provided a method of controlling a driver assistance system, the driver assistance system being configured to provide one or more parking assistance functions, the one or more parking assistance functions comprising automated parking and parking space detection, the method comprising: enabling the driver assistance system in dependence on information from a plurality of sensors; determining that one or more of the plurality of sensors is inoperative while another one or more of the plurality of sensors is operative; restricting functionality of the enabled driver assistance system in dependence on the inoperative one or more sensors, wherein restricting the functionality comprises restricting automated parking without restricting parking space detection, in dependence on the inoperative one or more of the sensors; and, when automated parking is not available, rendering an alert via a human machine interface (HMI) when a detected parking space meets parking suitability conditions and alerting a driver that parking in said detected space has to be performed manually.

According to an aspect of the invention there is provided computer software that, when executed, is arranged to perform the method. According to a further aspect of the invention there is provided a non-transitory computer readable medium comprising computer readable instructions that, when executed by a processor, cause performance of any one or more of the methods described herein.

The one or more controllers may collectively comprise: at least one electronic processor having an electrical input for receiving information; and at least one electronic memory device electrically coupled to the at least one electronic processor and having instructions stored therein; and wherein the at least one electronic processor is configured to access the at least one memory device and execute the instructions thereon so as to cause the control system to cause performance of the method.

<FIG> illustrates an example of a vehicle <NUM> in which embodiments of the invention can be implemented. In some, but not necessarily all examples, the vehicle <NUM> is a passenger vehicle, also referred to as a passenger car or as an automobile. In other examples, embodiments of the invention can be implemented for other applications, such as commercial vehicles.

<FIG> is a top-down view and illustrates a longitudinal x-axis between the front and rear of the vehicle <NUM>, and an orthogonal lateral y-axis between left and right lateral sides of the vehicle <NUM>. Rotation about the y-axis is pitch and rotation about the x-axis is roll. A forward direction typically faced by a driver's seat is in the positive x-direction; rearward is -x. These are a first longitudinal direction and a second longitudinal direction. A rightward direction as seen from the driver's seat is in the positive y-direction; leftward is -y. These are a first lateral direction and a second lateral direction.

The vehicle <NUM> of <FIG> is equipped with a driver assistance system (e.g. ADAS). The ADAS operates in dependence on information from a plurality of sensors. An example sensor layout is shown in <FIG> and <FIG>. It would be appreciated that the sensors and/or layout could be different from those shown.

<FIG> illustrates the sensor layout. <FIG> illustrates the corresponding sensing region of each sensor on a horizontal plane, the shape schematically indicating a functional range of the sensor. The illustrated shape is approximately semicircular but could be tunable depending on the sensor specification and mounting position. <FIG> show a sensor axis (centre of field of view) offset from the x-axis by a horizontal angle α and by a vertical angle β.

The following definitions are used regarding angles:.

In <FIG> the sensors comprise first sensors (e.g. USS1, USS2. ) providing a first sensor modality and second sensors (e.g. VSS_F, VSS_R. ) providing a second sensor modality. In other examples the sensors provide only one sensor modality or provide more than two sensor modalities.

In <FIG> the first sensor modality is an ultrasonic sensor modality and the second sensor modality is a vision sensor modality. In other examples at least one of the sensor modalities is different.

An ultrasonic sensor modality is enabled by a plurality of ultrasonic sensors at different locations on the vehicle body, wherein the ultrasonic sensors are configured to act at least as parking sensors. Therefore in at least some examples a plurality of ultrasonic sensors is provided at least on a rear bumper of the vehicle <NUM>. Optionally, and as shown, a plurality of ultrasonic sensors is also provided on a front bumper of the vehicle <NUM>.

In <FIG> the ultrasonic sensors comprise sets of a plurality (e.g. three) ultrasonic sensors for each vehicle corner (quarter). The sensors may approximately follow bumper curvature, meaning that α generally diverges from the x-axis with a greater y-axis positional offset from the centre x-axis. In an example the ultrasonic sensors comprise at least some of:.

In some examples, a vision sensor modality is configured to detect electromagnetic radiation. Examples include visual light spectrum cameras, light detection and ranging (LIDAR), radio detection and ranging (RADAR), or near-infrared.

In <FIG>, but not necessarily all examples the vision sensor modality is enabled by visual light spectrum cameras (`vision sensors' herein) configured to provide data to image processors implementing computer vision algorithms.

A vision sensor modality is enabled by a plurality of vision sensors each having a horizontal field of view less than <NUM>° and located at different positions on the vehicle body facing in different directions. Alternatively, a single <NUM>° vision sensor may be provided. In an example the vision sensors comprise at least some of:.

The vison sensors may have longer sensing ranges than the ultrasonic sensors as shown in <FIG> by their larger sensing regions extending further away from the vehicle <NUM> than the sensing regions of the ultrasonic sensors.

In some, but not necessarily all examples the ADAS utilises a sensor fusion algorithm to combine information from each of the sensor modalities (e.g. VSS+USS) in order to improve obstacle, feature and/or pedestrian detection and classification, to enhance system performance, and/or to build redundancy. The sensor fusion algorithm may utilise vision sensors for finding road markings, road signs, parking spaces, and obstacles (e.g. pedestrians, vehicles and roadside furniture). Ultrasonic data may be overlaid onto the vision data as a lower layer, to improve confidence. Ultrasonic sensors can detect 3D obstacles that reflect ultrasonic radiation.

In at least some examples the ADAS is configured to use information from first sensors to control automated manoeuvring of the vehicle <NUM> in a first longitudinal direction (e.g. +x) and/or to control detection of objects (e.g. parking spaces and/or obstacles) offset from the vehicle <NUM> in the first longitudinal direction. The first sensors have sensor axes extending at least partially in the first longitudinal direction. In an example the first sensors comprise at least some of USS1, USS2, USS3, USS4, USS5, USS6, VSS_F, VSS_LS, VSS_RS.

In at least some examples the ADAS is configured to use information from second sensors to control automated manoeuvring of the vehicle <NUM> in a second longitudinal direction (e.g. -x) and/or to control detection of objects (e.g. parking spaces and/or obstacles) offset from the vehicle <NUM> in the second longitudinal direction. The second sensors have sensor axes extending at least partially in the first longitudinal direction. In an example the second sensors comprise at least some of USS7, USS8, USS9, USS10, USS11, USS12, VSS_R, VSS_LS, VSS_RS.

In at least some examples the ADAS is configured to use information from subsets of the first and/or second sensors to control automated steering of the vehicle <NUM> in first and/or second lateral directions during a longitudinal manoeuvre, and/or is configured to use the information to control detection of objects (e.g. parking spaces and/or obstacles) offset from the vehicle <NUM> in the first and/or second lateral directions. The subsets of sensors may depend on whether the vehicle <NUM> is moving forward (+x) or in reverse (-x). At least some of the following sensors are used for the following manoeuvres/parking space detection searching directions:.

<FIG> illustrates a control system <NUM> operably coupled to a lateral vehicle motion controller (VMC) <NUM> and a longitudinal VMC <NUM>. The lateral VMC <NUM> controls an electronic power steering actuator. The longitudinal VMC <NUM> controls a torque source and a braking system. In some implementations the lateral and longitudinal VMCs are functions of a single VMC. In more detail, <FIG> illustrates a system <NUM> comprising the control system <NUM> and one or more other optional components.

The control system <NUM> comprises at least one controller <NUM>. The controller <NUM> of <FIG> includes at least one processor <NUM>; and at least one memory device <NUM> electrically coupled to the electronic processor <NUM> and having instructions <NUM> (e.g. a computer program) stored therein, the at least one memory device <NUM> and the instructions <NUM> configured to, with the at least one processor <NUM>, cause any one or more of the methods described herein to be performed. The processor <NUM> may have an interface <NUM> such as an electrical input/output I/O or electrical input for receiving information and interacting with external components.

The control system <NUM> of <FIG> is configured to receive information from ultrasonic sensors (USS) <NUM> and from vision sensors (VSS) <NUM>. If the control system <NUM> can perform automated longitudinal control (acceleration and/or braking), the control system <NUM> may be operably coupled to a torque source <NUM> and/or a braking system <NUM>, optionally via a longitudinal VMC <NUM>. The torque source <NUM> may comprise an internal combustion engine and/or an electric machine, for example. The braking system <NUM> may comprise a friction braking system and/or a regenerative braking system, for example. If the control system <NUM> can perform automated lateral control (steering), the control system <NUM> can be operably coupled to an electronic power steering actuator (EPS) <NUM>, optionally via a lateral VMC <NUM>.

The control system <NUM> of <FIG> may be configured to transmit information to an HMI <NUM> comprising an output device, for rendering information to a user. The control system <NUM> may be configured to receive user inputs from the same or a different HMI <NUM> comprising an input device. The HMI <NUM> may comprise an input/output device such as a touchscreen display, for example. The HMI <NUM> available to the control system <NUM> may comprise multiple devices such as audio rendering devices and display devices.

<FIG> illustrates a non-transitory computer-readable storage medium <NUM> comprising the instructions <NUM> (computer software).

In at least some examples the ADAS is configured to provide one or more parking assistance functions. Parking assistance functions may be categorised as automated parking or parking space detection.

An example automated parking function is perpendicular parking. Perpendicular parking means parking cars side-by-side. The perpendicular parking function may either drive forwards (nose first) or reverse (rear first) into a detected perpendicular parking space. In tight spaces the perpendicular parking function may shuffle the vehicle <NUM> forwards and/or backwards one or more times to complete a multi-point turn to orient the vehicle <NUM> into the perpendicular parking space. In one embodiment the perpendicular parking function also performs automated steering (full automatic park feature). In another embodiment steering remains the responsibility of the driver.

Another example automated parking function is parallel parking. Parallel parking means parking cars end-to-end. The parallel parking function may reverse (rear first) into a detected parallel parking space. In tight spaces the parallel parking function may shuffle the vehicle <NUM> forwards while steering towards the space, after having reversed in. This brings the nose of the vehicle <NUM> into the space to finalise the parallel orientation. For very tight spaces additional forwards/reverse shuffling is required. Steering may either be automated or manual as described above.

Another example automated parking function is remote parking assistance. Remote parking assistance enables the driver to exit the vehicle <NUM> prior to commencement of the manoeuvre, which is convenient for parking in narrow garages or bays with limited space for opening a door. The ADAS is in communication with a portable electronic device of the driver (e.g. mobile phone, smart watch, virtual reality glasses, etc.). The driver uses a HMI <NUM> on their device to send parking instructions such as forward exploration, rearward exploration, forward nudging and/or rearward nudging.

Nudging comprises the driver using the remote HMI <NUM> (e.g. slide and hold interaction) to manually trigger the control system <NUM> to cause one incremental longitudinal movement in response, during which the control system <NUM> also controls steering automatically based on the sensors. The control system <NUM> may also use the sensors to prevent collision with sensed obstacles if following the driver trigger would cause a collision. The incremental longitudinal movement could be in the order of <NUM>-<NUM> centimetres, or at most less than <NUM> centimetres.

An exploration is a parking manoeuvre, in which the system <NUM> has not scanned/determined the parking space well in advance so the environment is unfamiliar. In this case the system <NUM> will sense the environment on the fly (while vehicle in motion). Example use cases include parking the vehicle inside a garage or driving out from the garage.

An example parking space detection function is line-to-line parking space detection. Lines comprise painted lines. A detected pair of approximately parallel lines may be recognised as a line-to-line parking space. Line-to-line parking space detection may utilise a vision sensor.

Another example parking space detection function is obstacle-to-obstacle parking space detection. The term 'vehicleto-vehicle' is used synonymously but a space could be bounded by objects other than vehicles, such as walls. A detected gap between parked vehicles/objects may be recognised as an obstacle-to-obstacle parking space. Either a vision sensor or an ultrasonic sensor (or both) are suitable.

If the ADAS is configured for parking space detection followed by automated parking, the parking manoeuvre into a detected space may be performed automatically.

If an automated parking function is not available, the parking space detection function may instead render an alert via an HMI <NUM> when a space meets parking suitability conditions (space size etc). The driver is alerted to perform the manoeuvre themselves. Optionally the parking space detection function may audibly/visually guide the driver regarding suggested steering/longitudinal inputs.

Based on the preceding paragraphs it will be understood that successful automated parking may comprise multiple stages comprising multiple ones of the following manoeuvres: forward left; forward right; rearward left; rearward right. Therefore, different sensors are 'critical' at different times during the parking manoeuvre.

According to various aspects of the invention if a sensor becomes inoperative (e.g. blocked or faulty) while one or more other sensors remains operative, the ADAS can in some instances remain enabled in a degraded (restricted) state depending on the inoperative one or more sensors. Further, if more sensors become inoperative the degradation may be staged with some features remaining available. This non binary degradation strategy is convenient for the driver especially if parts of their vehicle <NUM> are muddy.

Therefore, according to various aspects there is provided a method as shown in <FIG>, the method comprising: at operation <NUM>, enabling a driver assistance system (e.g. parking assist function) in dependence on information from a plurality of sensors; at operation <NUM>, determining that one or more of the plurality of sensors is inoperative while another one or more of the plurality of sensors is operative; and at operation <NUM>, restricting functionality of the enabled driver assistance system in dependence on the inoperative one or more sensors. In some examples, operation <NUM> comprises restricting automated manoeuvring to a subset of one or more directions in dependence on the inoperative one or more of the sensors. In some examples, operation <NUM> comprises restricting detection of parking spaces to a subset of one or more directions in dependence on the inoperative one or more of the sensors.

Various examples of degradation (restriction) strategies are described below in relation to the Figures.

Firstly <FIG> provides an example state machine for controlling ADAS degradation. The control system <NUM> may monitor the state continuously while the ADAS is enabled. The ADAS may be always-on or selectable via an HMI <NUM>.

In a full system superstate <NUM> ('Full_System_Available') enough sensors are operative that all parking assistance functions remain enabled in full or degraded (restricted) form. The parking assistance functions may include at least some of: a perpendicular parking function; a parallel parking function; a remote parking assistance function; a parking space detection function.

When a parking assistance function is enabled, a driver is able to trigger the parking assistance function via an HMI <NUM>.

In a fully operational substate <NUM> ('All_Sensors_Ok') of the full system superstate <NUM> all sensors are operative. All parking assistance functions are enabled including automated parking functions and parking space detection.

In a partially degraded (restricted) substate <NUM> ('Fusion_Sensor_Pairs_Ok') of the full system superstate <NUM> one or more non-critical sensors are inoperative while other critical sensors remain operative.

A critical sensor may be a sensor whose failure cannot be tolerated in dependence on its known sensing region and sensor axis direction, and the associated implication on blind spots. A critical sensor may be a sensor whose failure means that the state machine cannot remain in the full system superstate <NUM>.

In the partially degraded substate, at least some of the above parking assistance functions may be restricted in some way while remaining enabled and selectable by the driver.

In the partially degraded substate <NUM>, operations (e.g. automated manoeuvring, parking space detection) in the direction of the failed non-critical sensor may be restricted without restricting operations in other directions. For example, a manoeuvre in one direction could be automatic, but then the control system <NUM> could transmit a handover prompt to HMI <NUM> for output to a driver, prompting the driver to at least partially control manoeuvring in the direction of the failed critical sensor (e.g. take over steering, or take over steering and longitudinal control).

A non-critical sensor failure transition condition (`NonCriticalSens_Fail') changes substates from <NUM> to <NUM>. Monitoring the non-critical sensor failure transition condition may comprise determining whether each of a plurality of automated manoeuvring directions comprises a minimum viable sensor set of operative sensors.

In the following examples, the plurality of directions are decomposed to: forward left; forward right; reverse left; and reverse right. In alternative examples, the plurality of directions are only forward or rear, or only left or right, or are decomposed to more than the four given directions.

Determining whether a sensor is operative may comprise determining whether a diagnostic trouble code (DTC) in relation to that sensor is received or stored in memory, for example.

Examples of non-critical sensor failures will be described in relation to <FIG> provides an example of which sensors must be operative ('OK') for automated parking operations in each given direction, and which sensors are irrelevant and allowed to fail for each given direction (designated by 'X' and 'NOK').

As a starting point, if the minimum viable sensor set of each and every direction is satisfied, the state machine is in the fully operational substate <NUM>. <FIG> requires that the minimum viable sensor set for each direction is all ultrasonic sensors (e.g. all three). In an alternative embodiment the minimum viable sensor set could be fewer than all ultrasonic sensors.

If for example a reverse ultrasonic sensor (e.g. USS7) fails, a reverse manoeuvre is inhibited but other manoeuvres are not inhibited. Inhibiting means causing driver handover as described above. The inhibited manoeuvre could be lateral direction-specific. For example, loss of USS7 inhibits a reverse right manoeuvre but not a reverse left manoeuvre.

Once the number of operative sensors drops below the minimum viable sensor set for any one of the directions, the non-critical sensor failure transition condition is satisfied and manoeuvring in that direction is inhibited. The continuing loss of ultrasonic sensors remains non-critical until all manoeuvring directions are inhibited, at which point the sensor loss is critical because manoeuvring is no longer possible in any direction. According to this example, the number of available automatic manoeuvring directions degrades progressively as additional sensors become inoperative, until the number of automatic manoeuvring directions drops below a minimum (e.g. drops to zero).

In <FIG>, but not necessarily all examples the loss of vision sensors does not prohibit manoeuvring in any direction and therefore does not change states in the state machine, as long as enough ultrasonic sensors remain operative. Instead, the loss of vision sensors may cause a transition between different modes of the automated parking function. In <FIG>, but not necessarily all examples the modes comprise:.

The state machine further comprises a parking space detection-only state <NUM> (`Only_ParkSpace_Detection') in which automated parking functions are fully inhibited (e.g. not enabled) and therefore not possible to trigger via HMI <NUM>. However, the parking space detection function may remain enabled and therefore possible to trigger via HMI <NUM>.

A parking space detection transition condition ('Fusion_NotPossible AND OnlySpaceDetection=Enabled') changes state from <NUM> to <NUM>.

The parking space detection transition condition may have two requirements:.

If the first but not the second requirement is satisfied, the state machine instead transitions from state <NUM> to a no park assist state <NUM> ('No_System_Available') in which no parking assistance functions are available.

Regarding the second requirement, it would be useful to refer to <FIG> which provides a non-limiting example of which sensors should be operative for parking space detection.

<FIG> is a table that is similarly laid out to <FIG>, except relating to parking space detection rather than automated manoeuvring. The minimum viable sensor sets for parking space detection are more tolerant than the minimum viable sensor sets for automated manoeuvring.

In <FIG>, but not necessarily all examples the minimum viable sensor sets for parking space detection are specific to each of a plurality of different directions, optionally the same directions as those shown in <FIG>.

In <FIG>, the minimum viable sensor set for parking space detection in a given direction is:.

In other words, the minimum viable sensor set for parking space detection of one sensor modality depends on the number of operative sensors of that sensor modality and also depends on the number of operative sensors in the other sensor modality.

In <FIG>, the number of available parking space detection directions degrade progressively as additional sensors become inoperative, until the number of available parking space detection directions drops below a minimum (e.g. drops to zero).

The control system <NUM> may transmit information to an HMI <NUM> for providing to the driver an indication of which parking space detection directions are available and/or unavailable.

Once the number of available automatic manoeuvring directions drops below the minimum (e.g. zero), a no park assist transition condition is satisfied (`AIISensPair_Fail'), causing a transition to the no park assist state <NUM> in which no parking assistance functions are available.

In <FIG>, but not necessarily all examples the loss of vision sensors may cause a transition between different modes of the parking space detection function. The modes may progressively degrade line-to-line parking space detection while maintaining obstacle-to-obstacle parking space detection. In <FIG>, but not necessarily all examples the modes comprise:.

The above-mentioned sensor failure transition conditions of the state machine of <FIG> may be accompanied by sensor recovery transition conditions to recover from state <NUM> to <NUM> or <NUM>, and from state <NUM> to <NUM>. A sensor recovery transition occurs when there are enough recovered sensors to ensure that all required minimum viable sensor sets of the state <NUM> or <NUM> are now operable.

<FIG> is a flowchart <NUM> equivalent to the state machine.

For purposes of this invention, it is to be understood that the controller(s) described herein can each comprise a control unit or computational device having one or more electronic processors. A vehicle <NUM> and/or a system thereof may comprise a single control unit or electronic controller or alternatively different functions of the controller(s) may be embodied in, or hosted in, different control units or controllers. A set of instructions could be provided which, when executed, cause said controller(s) or control unit(s) to implement the control techniques described herein (including the described method(s)). The set of instructions may be embedded in one or more electronic processors, or alternatively, the set of instructions could be provided as software to be executed by one or more electronic processor(s). For example, a first controller may be implemented in software run on one or more electronic processors, and one or more other controllers may also be implemented in software run on one or more electronic processors, optionally the same one or more processors as the first controller. It will be appreciated, however, that other arrangements are also useful, and therefore, the present invention is not intended to be limited to any particular arrangement. In any event, the set of instructions described above may be embedded in a computer-readable storage medium (e.g., a non-transitory computer-readable storage medium) that may comprise any mechanism for storing information in a form readable by a machine or electronic processors/computational device, including, without limitation: a magnetic storage medium (e.g., floppy diskette); optical storage medium (e.g., CD-ROM); magneto optical storage medium; read only memory (ROM); random access memory (RAM); erasable programmable memory (e.g., EPROM and EEPROM); flash memory; or electrical or other types of medium for storing such information/instructions.

It will be appreciated that various changes and modifications can be made to the present invention without departing from the scope of the present invention as defined by the claims.

The blocks illustrated in <FIG> may represent steps in a method and/or sections of code in the computer program <NUM>. The illustration of a particular order to the blocks does not necessarily imply that there is a required or preferred order for the blocks and the order and arrangement of the block may be varied. Furthermore, it may be possible for some steps to be omitted.

Some strategies described herein could be relevant to ADAS functions other than park assist functions, particularly low-speed functions. Further, the above examples refer primarily to the combination of ultrasonic sensors and vision sensors. In other embodiments, the different sensing modalities could comprise any different ones of: ultrasonic sensors; radar sensors; lidar sensors; or visual light spectrum cameras.

Claim 1:
A control system (<NUM>) for a vehicle, the control system comprising one or more controllers (<NUM>), wherein the control system is configured to:
enable (<NUM>) a driver assistance system in dependence on information from a plurality of sensors (<NUM>, <NUM>);
determine (<NUM>) that one or more of the plurality of sensors is inoperative while another one or more of the plurality of sensors is operative; and
restrict (<NUM>) functionality of the enabled driver assistance system in dependence on the inoperative one or more sensors,
wherein the driver assistance system is configured to provide one or more parking assistance functions, the one or more parking assistance functions comprising automated parking and parking space detection, and wherein restricting the functionality comprises restricting automated parking without restricting parking space detection, in dependence on the inoperative one or more of the sensors, such that, when automated parking is not available, the parking space detection function is operable to render an alert (<NUM>) via a human machine interface (HMI) (<NUM>) when a detected parking space meets parking suitability conditions and to alert a driver that parking in said detected space has to be performed manually.