METHOD FOR SIGNALING A BEHAVIORAL SUGGESTION AND ASSOCIATED END DEVICE

Description

[0001] The present invention relates to the field of autonomous vehicles and driver assistance, and more particularly concerns a technique for signaling a behavior suggestion.

[0002] As is known, some motor vehicles are equipped with systems to assist drivers of those vehicles while they are driving those vehicles.

[0003] For example, US document 2016 / 0364621 describes a first motor vehicle equipped with a camera and capable of analyzing the images transmitted by the camera in order to detect a second vehicle and calculate the distance between the two vehicles. When the calculated distance is less than a threshold, the first vehicle then alerts its driver.

[0004] US2016 / 0332570 describes a method for avoiding a collision between two vehicles. According to this method, the initial path of one vehicle and the subsequent path of a second vehicle are determined, and the paths are compared to determine a potential collision.

[0005] The document "Cooperative driving at blind crossings using intervehicle communication" by Li Li et al., published on November 1, 2006, describes a cooperative driving method at a blind crossing, using intervehicle communication, to quickly determine whether a particular driving plan is safe or not and to choose the most efficient driving plan.

[0006] The document "An anti-carcollision system using GPS and 5.8 GHz inter-vehicle communication at an off-sight intersection" by Morioka et al., published on September 24, 2000, describes an anti-carcollision system at an intersection with no visibility, using GPS and inter-vehicle communication at a frequency of 5.8 GHz.

[0007] However, the system described in this document may prove insufficient in complex driving situations such as overtaking a vehicle or approaching an intersection, for example a roundabout. Object and summary of the invention

[0008] The present invention relates to a method for signaling a suggestion of a behavior, implemented by a first terminal of a signaling system, the first terminal (101) being positioned at the level of a first vehicle, the method comprising the following steps: determination of the arrival of a first vehicle on a portion of a traffic lane, a second vehicle being able to cross the first vehicle on the portion, determination of the arrival of the second vehicle on the portion, determination of a suggestion of a behavior of the second vehicle at the level of the portion, and sending to the second vehicle a report of the suggestion, receipt of a notification of consideration of said report by the second vehicle.

[0009] The signaling method according to the invention allows for increased consideration of vehicles that may cross the first vehicle and are thus likely to collide with the first vehicle, by automatically determining their presence and signaling them a suggested behavior.

[0010] The second vehicle can adapt its driving according to the signal sent, which improves the comfort and safety of the occupants of the first and second vehicles.

[0011] In one particular embodiment, the process further includes a step of determining the priority of passage between the first vehicle and the second vehicle at the level of the section, the suggestion being determined and the notification being sent if the first vehicle has priority.

[0012] The notification acknowledging the report informs the first vehicle of the second vehicle's reaction to the suggested behavior. The first vehicle can then adjust its driving accordingly, which also improves the comfort and safety of the occupants of both the first and second vehicles.

[0013] In one particular embodiment, the notification that the second vehicle has taken note of the report includes an indication of an action performed by a second terminal of said reporting system, said second terminal being located on the second vehicle. The action is a decision and / or an adjustment made on the second vehicle, the decision being either an acceptance and adoption of the suggestion (SC) or a refusal to follow the suggestion. This action can be performed by the reporting system, another system located on board the second vehicle, and / or the driver of the second vehicle.

[0014] In one particular embodiment, the step of determining the arrival of the first vehicle includes a substep belonging to the group comprising the following substeps: determining a value corresponding to a duration relative to the first vehicle and the section, determining a value corresponding to a trajectory of the first vehicle on the section, the value is then taken into account, with configuration rules, in the step of determining the behavior suggestion.

[0015] In one particular embodiment, the process further includes a step of communicating the report to the driver of the first vehicle.

[0016] Thus, the driver of the first vehicle is informed of their arrival in a risk zone and the presence of the second vehicle, which increases the vigilance of the first driver and thereby improves the safety of the occupants of both vehicles. They are also notified of the suggested behavior sent to the second vehicle and can therefore manually cancel or modify the suggestion if necessary.

[0017] In one particular embodiment, the signal is an electromagnetic signal outside the visible spectrum.

[0018] In one particular embodiment, the report is a reporting message sent via a telecommunications network.

[0019] In one particular embodiment, the step of sending the suggestion report to the second vehicle includes a substep of identifying the second vehicle by means of a network identifier, the report being sent to the second identified vehicle.

[0020] In one particular embodiment, the portion is an intersection of the road with another traffic lane.

[0021] In one particular embodiment, the portion is a portion of the road used by the first vehicle to overtake a third vehicle.

[0022] The invention further relates to a terminal capable of implementing a signaling method as described above.

[0023] In a particular embodiment, the different stages of the reporting process according to the invention are determined by computer program instructions.

[0024] Consequently, the invention also relates to a computer program, on an information medium, this program comprising instructions adapted to the implementation of the steps of a signaling process according to the invention.

[0025] This program can use any programming language, and be in the form of source code, object code, or code somewhere between source code and object code, such as in a partially compiled form, or in any other desirable form.

[0026] The invention also relates to a computer-readable information carrier, comprising instructions for a computer program as mentioned above.

[0027] The information medium can be any entity or device capable of storing the program. For example, the medium can include a storage means, such as a ROM, for example a CD-ROM or a microelectronic circuit ROM, or a magnetic recording means, for example a hard drive.

[0028] On the other hand, the information medium can be a transmissible medium such as an electrical or optical signal, which can be transmitted via an electrical or optical cable, by radio, or by other means. The program according to the invention can, in particular, be uploaded to a network such as the Internet.

[0029] Alternatively, the information carrier may be an integrated circuit in which the program is incorporated, the circuit being adapted to execute or to be used in the execution of the process in question.

[0030] The invention further relates to a system comprising at least two terminals, each terminal being capable of implementing the signaling process as described above. Brief description of the drawings

[0031] Other features and advantages of the present invention will become apparent from the description below, with reference to the accompanying drawings, which illustrate an example of an embodiment without being limiting in any way. In the figures: THE figures 1 and 2represent, schematically, sections of road on which the arrival of a first vehicle can be determined in a step of determining a method for signaling a suggested behavior according to examples of embodiments of the invention; the figure 3 represents, schematically, a system capable of implementing a method for signaling a suggestion of behavior according to an example of an embodiment of the invention; the Figures 4A and 4B represent, schematically, respectively, a first terminal and a second terminal of the system of the figure 3 ; THE Figures 5 And 6 represent, in the form of flowcharts, the main steps of processes for reporting a suggestion of behavior, according to examples of embodiments of the invention. Detailed description of several implementation methods

[0032] The present invention relates to the field of autonomous vehicles and driver assistance.

[0033] The present invention relates more particularly to a method of signaling a behavior suggestion, implemented when a first vehicle A is traveling on a traffic lane V1, V3 comprising a portion P on which the first vehicle A can cross a second vehicle B.

[0034] By "portion P on which the first vehicle A can cross a second vehicle B", we mean that the second vehicle B can travel on said portion P in a direction and / or sense different from the direction and / or sense of the first vehicle A, so that the trajectory of the second vehicle B can intersect or meet the trajectory of vehicle A.

[0035] In this example, traffic lane V1 is a land traffic lane. The segment P is then typically an intersection between said traffic lane V1 and another traffic lane V2.

[0036] There figure 1 This schematically represents an intersection between traffic lane V1 and another traffic lane V2, taking the form of a roundabout. Alternatively, the intersection may take the form of a crossing between traffic lane V1 and the other traffic lane V2.

[0037] Alternatively, section P is a portion of the lane used by the first vehicle A to overtake a third vehicle C, typically when lane V3 has two sub-lanes V3.1 and V3.2, the first sub-lane V3.1 being used under normal conditions by vehicles traveling in the first direction S1, and the second sub-lane V3.2 being used under normal conditions by vehicles traveling in the second direction S2 opposite to the first direction S1 (see figure 2 ).

[0038] Alternatively, the V1, V3 traffic lane is a maritime traffic lane, the vehicles then being boats.

[0039] There figure 3 represents, schematically, a signaling system 100 capable of implementing a signaling method for a suggestion of behavior according to an example of an embodiment of the invention.

[0040] The 100 reporting system may include a first terminal 101, a second terminal 110 and / or a remote server 120.

[0041] The first terminal 101, the second terminal 110, and / or the server 120 can be connected to a telecommunications network 130 in order to communicate with each other. There are no limitations regarding the type of telecommunications network. It could be, for example, a 3G, 4G, etc. network.

[0042] The first terminal 101 is, for example, a terminal built into the first vehicle A. Alternatively, the first terminal 101 may be a mobile terminal such as a mobile phone, for example a smartphone, a tablet, or a personal computer. In this variant, the first terminal 101 is positioned within the first vehicle A, typically inside the first vehicle A.

[0043] Similarly, the second terminal 110 is, for example, a terminal integrated into the second vehicle B. Alternatively, the second terminal 110 can be a mobile terminal such as a mobile phone, for example a smartphone, a tablet, or a personal computer. In this variant, the second terminal 110 is positioned within the second vehicle B, typically inside the second vehicle B.

[0044] As shown by figure 4A The first terminal 101 presents the conventional architecture of a computer. The first terminal 101 includes in particular a processor 200, a read memory 202 (of the "ROM" type), a rewritable non-volatile memory 204 (of the "EEPROM" or "NAND Flash" type for example), a rewritable volatile memory 206 (of the "RAM" type), and a communication interface 208.

[0045] The read-only memory 202 of the first terminal 101 constitutes a storage medium according to an exemplary embodiment of the invention, readable by the processor 200, and on which a computer program P1 is stored according to an exemplary embodiment of the invention. Alternatively, the computer program P1 is stored in the rewritable non-volatile memory 204.

[0046] This computer program P1 defines functional and software modules configured to implement the steps of a method for signaling a suggested behavior, according to an exemplary embodiment of the invention. These functional modules rely on or control the hardware elements 200, 202, 204, 206, and 208 of terminal 101 mentioned previously. They include, in particular, as illustrated in the figure 3, a first determination module 102, a second determination module 103, a third determination module 104, a first sending module 105, a first receiving module 106, a second receiving module 107, a second sending module 108 and / or a reporting module 109 and / or a fourth determination module 150.

[0047] The first determination module 102 comprises a first determination sub-module, a second determination sub-module, a third determination sub-module, a fourth determination sub-module, a fifth determination sub-module (not shown).

[0048] Alternatively, modules 102, 103, 104, 105, 106, 107, 108, 109, 150 and / or sub-modules are distributed between a third mobile terminal positioned at the level of the first vehicle A, a fourth terminal incorporated in the first vehicle A, and / or one or more devices positioned at the level of the first vehicle A such as an on-board camera and / or a means of GPS guidance and / or the remote server 120.

[0049] The functions of these different modules are described in more detail below, with reference to the process steps described in reference to the Figures 5 And 6 .

[0050] Furthermore, as the figure 4BThe second terminal 110 has the conventional architecture of a computer. The second terminal 110 includes in particular a processor 210, a read-only memory 212 (of the "ROM" type), a rewritable non-volatile memory 214 (of the "EEPROM" or "NAND Flash" type for example), a rewritable volatile memory 216 (of the "RAM" type), and a communication interface 218.

[0051] The read-only memory 212 of the second terminal 110 constitutes a storage medium according to an exemplary embodiment of the invention, readable by the processor 210, and on which a second computer program P2, also according to an exemplary embodiment of the invention, is stored. Alternatively, the second computer program P2 is stored in the rewritable non-volatile memory 204.

[0052] This second computer program P2 defines functional and software modules configured to implement the steps of a method for signaling a suggested behavior, according to an example embodiment of the invention. These functional modules rely on or control the hardware elements 200, 202, 204, 206, and 208 of terminal 101 mentioned previously. They include, in particular, as illustrated in the figure 3 , a first determination module 112, a second determination module 113, a third determination module 114, a first sending module 115, a first receiving module 116, a second receiving module 117, a second sending module 118, a reporting module 119 and / or a fourth determination module 152.

[0053] The first determination module 112 includes a first determination sub-module, a second determination sub-module, a third determination sub-module, a fourth determination sub-module, a fifth determination sub-module (not shown).

[0054] As before, alternatively, modules 112, 113, 114, 115, 116, 117, 118, 152 and / or sub-modules are distributed between a fifth mobile terminal positioned at the level of the second vehicle B, a sixth terminal incorporated in the second vehicle B, and / or one or more devices positioned at the level of the second vehicle B such as an on-board camera and / or a means of GPS guidance and / or the remote server 120.

[0055] There figure 5 represents a method of signaling a suggestion of a behavior, according to an example of an embodiment of the invention.

[0056] The process is implemented through a reporting system, for example the 100 reporting system described in reference to the figure 3 .

[0057] In one example, the reporting process is implemented by the first terminal 101 positioned at the level of the first vehicle A, and / or the server 120.

[0058] In an S500 step, the arrival of the first vehicle A, on a portion P of a traffic lane, is determined by the first determination module 102. Said portion P is a portion of the lane on which a second vehicle B can cross the first vehicle A.

[0059] In a step S510, the arrival of the second vehicle B on said section P is determined by the second determination module 103.

[0060] In an S520 step, a suggestion SC of a behavior of the second vehicle B is determined by the third determination module 104.

[0061] In an S530 step, an SSC report of said SC suggestion is sent to the second vehicle B by the first sending module 105.

[0062] The signaling process thus makes it possible to signal to the second vehicle B the SC suggestion of the behavior of the second vehicle B.

[0063] There figure 6 represents a method of signaling a suggestion of a behavior, according to another example of an embodiment of the invention.

[0064] The process is implemented through a reporting system, for example the 100 reporting system described in reference to the figure 3 .

[0065] In one example, the reporting process is implemented by the first terminal 101 positioned at the level of the first vehicle A, and / or the server 120.

[0066] In an S500 step, the arrival of the first vehicle A, on a portion P of the track on which a second vehicle B can cross the first vehicle A, is determined by the first determination module 102.

[0067] This section P of the road is a risk zone, because vehicles travelling in a different direction and / or sense are likely to collide with the first vehicle A.

[0068] The S500 step may include a first sub-step S602 of determination of said portion P of track, implemented by a first sub-module of determination of the first determination module 102.

[0069] As indicated above, the first determination module 102 can be located at the first terminal 101 or at the remote server 120. Alternatively, the sub-modules of the first determination module 102 can be distributed between one or more terminals located at the first vehicle A (such as the first terminal 101), one or more devices positioned at the first vehicle A, and / or the remote server 120.

[0070] In one example, segment P is determined based on the GPS coordinates of the first vehicle A, received by the first determination sub-module. More specifically, the GPS coordinates are compared to a road network map to determine whether the first vehicle A arrives at a lane intersection or on a lane where vehicles can travel in the opposite direction.

[0071] In another example that can be combined with the example above, portion P is determined by analyzing at least one image transmitted by a camera, typically positioned on the first vehicle A.

[0072] In another example that can be combined with the examples above, portion P is determined based on data relating to a direction change command of the first vehicle A, typically coming from a sensor positioned at the level of a steering component of the first vehicle A. The intention of the driver of vehicle A to overtake a vehicle in front of him can thus be determined.

[0073] Next, in a substep S604 of step S500, a value corresponding to a duration D1 relating to the first vehicle A and to said portion P can be determined by the first determination module 102.

[0074] When portion P is a lane intersection, the time D1 relating to the first vehicle A and said portion P is the time remaining before the arrival of the first vehicle A at the intersection.

[0075] In order to determine the remaining time, the first determination module 102 can then take into account the following data: the remaining distance before the arrival of the first vehicle A at the intersection, the speed of the first vehicle A, the evolution of the speed of the first vehicle A, parameters relating to the first vehicle A such as the usual weight of the vehicle and / or the presence of an anti-lock braking system, these parameters being stored locally and possibly (the usual weight can typically be modified according to the measured rolling weight of the first vehicle A), a braking distance of the first vehicle A, and / or environmental data, such as the outside temperature and / or the outside humidity level.

[0076] Thus, a second sub-module of determination of the first determination module 102 determines the remaining distance before the arrival of the first vehicle A at the intersection.

[0077] In one example, the remaining distance is determined from the GPS coordinates of the first vehicle A, compared to a road network map.

[0078] In another example that can be combined with the previous example, the remaining distance is determined by analyzing at least one image transmitted by a camera, typically positioned on vehicle A.

[0079] Furthermore, a third sub-module of the first determination module 102 determines the speed of the first vehicle A, and potentially the evolution of the speed of the first vehicle A. The evolution of the speed makes it possible to determine whether the speed of the first vehicle A is constant, or whether the first vehicle A is braking or accelerating, as well as the intensity of the braking or acceleration. The evolution of the speed due to the anticipatory braking of the first vehicle A in anticipation of the arrival of the first vehicle at the intersection can thus be determined.

[0080] In one example, the speed and / or the evolution of the speed are determined as a function of successive GPS coordinates of the first vehicle A.

[0081] In another example that can be combined with the example above, the speed and / or the evolution of the speed are determined by analyzing images transmitted by the camera.

[0082] In another example that can be combined with the examples above, the third determination submodule can have access to the speed data from the speedometer of the first RV vehicle.

[0083] In another example that can be combined with the examples above, the third determination sub-module consults a nomogram to predict the evolution of the speed when the first vehicle A arrives at the intersection, from the determined speed.

[0084] The braking distance of the first vehicle A depends on its kinetic energy, calculated based on its weight and speed. To brake, the first vehicle A absorbs this kinetic energy through braking force. This braking force depends on the type of brakes used (disc brakes, drum brakes). Furthermore, an anti-lock braking system (ABS) significantly reduces the braking distance. This is because braking force decreases over time due to the temperature increase of the contact surfaces (the brake and the wheel). An ABS system simulates a series of very rapid braking maneuvers, which are more effective than continuous braking because the contact surfaces heat up less quickly. Additionally, the braking distance depends on the configuration of the track (straight or curved).

[0085] Furthermore, a fourth determination sub-module of the first determination module 102 can determine one or more environmental data points, such as the outside temperature and / or the outside humidity level. In one example, the data comes from measuring devices positioned on the first vehicle A. In another example, which can be combined with the previous one, the data is received by the fourth determination sub-module via the telecommunications network 130.

[0086] Environmental data allows for the determination of a correction factor related to the anticipated slippage of the first vehicle A. Specifically, the braking distance increases by a predetermined percentage when lanes V1 and V3 are wet or when the temperature of said lanes V1 and V3 is high. This percentage also varies depending on the weight and speed of the first vehicle A. The correction percentage can then be applied to the braking distance value.

[0087] When the portion P is a sub-lane V3.2 used by the first vehicle A to overtake another vehicle C, the duration D1 relating to the first vehicle A and said portion P is the duration during which the first vehicle A travels on said sub-lane V3.2.

[0088] In order to determine the duration for which the first vehicle A travels on said sub-lane, the first determination module 102 can then take into account the following data: the remaining distance before the first vehicle A leaves said sub-lane V3.2, i.e. before the first vehicle A returns to the normal traffic sub-lane V3.1, the speed of the first vehicle A, the evolution of the speed of the first vehicle A, speed parameters of the first vehicle A, parameters relating to the first vehicle A such as the usual weight of the vehicle, these parameters being stored locally and possibly modifiable in real time, typically according to the measured rolling weight of the first vehicle A, the speed of the third vehicle C, and a safety distance before and after the third vehicle C (the distance traveled by the first vehicle A on the portion P, i.e. the overtaking distance of the third vehicle C, depends in fact on the speed differential between the first vehicle A and the third vehicle C), and / or environmental data, such as the outside temperature and / or the outside humidity level.

[0089] Since these data can be determined in the same way as the data taken into account when portion P is an intersection of roads, their methods of determination are not repeated here.

[0090] Substep S604 can be repeated one or more times, in order to follow in real time the evolution of the duration D1 relating to the first vehicle A and the portion P.

[0091] Furthermore, a fifth sub-module of the first determination module 102 can determine, in a sub-step S606, a value corresponding to the predicted trajectory T1 of the first vehicle A at the level of the track segment P, this trajectory T1 being typically calculated at the level of a GPS guidance device. The fifth sub-module of the first determination module 102 can thus determine the trajectory T1 as a function of: of the trajectory calculated at the level of a GPS guidance device, of data relating to a change of direction command of the first vehicle A, and / or of data relating to the intention of the driver of vehicle A to change direction, typically data relating to the triggering of a flashing light.

[0092] When portion P is a lane intersection, trajectory determination T1 typically determines whether the first vehicle A will continue to move forward on the same lane or whether the first vehicle A will use the intersection to change lanes.

[0093] If trajectory T1 indicates that the first vehicle A is going to change lanes, a signaling device for the first vehicle A, such as a flashing light or a horn, may be triggered to warn any vehicles in the vicinity of the first vehicle A.

[0094] The sub-step S606 can be repeated one or more times, in order to follow in real time the evolution of the planned trajectory T1 of the first vehicle A at the level of the section P of the track.

[0095] Next, in a step S510, an arrival of the second vehicle B on said section P is determined by a second determination module 103, the second determination module 103 being able to be located at the level of the first terminal 101 or at the level of the remote server 120.

[0096] In one example, the second determination module 103 can determine the arrival of the second vehicle B by analyzing one or more images transmitted by one or more cameras, for example a camera positioned on the first vehicle A and / or a camera positioned on a vehicle positioned in front of the first vehicle A, such as the third vehicle C. Image processing can thus be carried out on one or more images transmitted by the camera(s) in order to detect the second vehicle B.

[0097] The camera(s) typically allow the capture of images of the environment in front of the first vehicle A, in order to detect vehicles arriving at the level of the portion P in a direction and / or a different direction from the direction and / or a different direction from the first vehicle A.

[0098] In another example that can be combined with the previous example, the second determination module 103 can determine the arrival of the second vehicle B from a received message, sent by the second vehicle B via the telecommunications network 130.

[0099] Thus, the arrival of the second vehicle B can be determined even if the visibility of the second vehicle B from the first vehicle A is not assured, typically when the second vehicle B arrives at an elevated intersection and / or at which the view is blocked by a wall.

[0100] In an example that can be combined with the previous example, an electromagnetic signal is sent by means of a radar, typically positioned on the first vehicle A. The electromagnetic signal can then be reflected by the second vehicle B, and then the reflected signal is received by the radar.

[0101] The received signal is then analyzed by the second determination module 103 in order to determine the arrival of the second vehicle B.

[0102] In an example that can be combined with the previous examples, the arrival of the second vehicle B is determined by analyzing a LASER signal (acronym for "Light Amplification by Stimulated Emission of Radiation", in Anglo-Saxon terminology).

[0103] The second determination module 103 can also determine the speed of the second vehicle B, the evolution of the speed of vehicle B, the type of vehicle of the second vehicle B, and / or a remaining distance relative to the portion P and the second vehicle B.

[0104] These various data points can be determined through image analysis. The weight of the second vehicle B can also be deduced from the vehicle type, for example, by consulting a table listing the weights of one or more vehicle types.

[0105] Alternatively, these different data are determined from the received message, the received electromagnetic signal and / or the LASER signal.

[0106] The second determination module 103 can then determine, in a substep S612, a duration D2 relating to the second vehicle B and the section P based on several of the aforementioned data points. The environmental data, possibly determined in substep S604, can also be used to calculate said duration D2. The environmental data of the second vehicle B are considered to be identical to the environmental data of the first vehicle A.

[0107] When portion P is a lane intersection, the time D2 relating to the second vehicle B and said portion P is the time remaining before the arrival of the second vehicle B at the intersection, and the distance remaining relating to the second vehicle B and portion P is the distance remaining before the arrival of the second vehicle B at the intersection.

[0108] When portion P is an underpass used by the first vehicle A to overtake another vehicle C, the time D2 relating to the second vehicle B and said portion P is the time remaining before the arrival of the second vehicle B at the level of the third vehicle C.

[0109] Alternatively, the arrival of several second vehicles can be determined in step S510 by the second determination module 103.

[0110] The first vehicle A is thus informed in real time of the arrival of the second vehicle B on the section P of the lane during a risk period. The risk period includes at least the duration D1 relating to the first vehicle A and the section P, to which an additional duration may be added. During this risk period, which typically lasts a few seconds, the first vehicle A and the second vehicle B are likely to collide.

[0111] The detection of the arrival of the second vehicle B on the section P of the road can allow a first consideration of the second vehicle B by the first vehicle A and / or its driver, and initial decision-making at the level of the driving of the first vehicle A.

[0112] Substep S612 can be repeated one or more times, in order to follow in real time the evolution of the duration D2 relating to the second vehicle B and the portion P.

[0113] The second determination module 103 can also determine, in a substep S614, a predicted trajectory T2 of the second vehicle B at the track section P. The trajectory T2 can be determined by analyzing the images transmitted by the camera(s), typically by determining the orientation angle of a drive wheel of the second vehicle B or by detecting a discontinuous light emission from a flashing light of the second vehicle B.

[0114] Alternatively, the trajectory T2 can be determined from a received message, sent by the second vehicle B via the telecommunications network 130.

[0115] Substep S614 can be repeated one or more times, in order to follow in real time the evolution of the planned trajectory T2 of the second vehicle B. A change in trajectory T2 of the second vehicle B can thus be determined.

[0116] Alternatively, the planned trajectory T2 of at least one other vehicle can be determined in step S614 by the second determination module 103.

[0117] In an S615 step, the PP passage priority between the first vehicle A and the second vehicle B, at the level of the portion P, can be determined by a fourth determination module 150, the fourth determination module 150 being able to be located at the level of the first terminal 101 or at the level of the remote server 120.

[0118] To determine right-of-way (PP), the third determination module 104 takes into account configuration rules, such as predefined road or maritime traffic rules. Predefined road traffic rules include standard traffic laws and / or predefined rules specific to the lane segment (P). Predefined maritime traffic rules include standard rules such as the right-of-way of a sailboat over a motorboat.

[0119] When section P is a lane intersection and no predefined rule exists for section P, the standard rules of the highway code are applied by the third determination module 104. For example, in France, priority is given to vehicles approaching from the right, except at roundabouts, where priority is given to vehicles approaching from the left. Predefined rules for lane section P may include, for example, an obligation to yield to vehicles in another lane.

[0120] When section P is an underpass used by the first vehicle A to overtake the third vehicle C, according to the usual rules of the highway code, the second vehicle B always has priority of passage, except in the specific case of certain types of duly marked emergency vehicles (for example a fire engine), because this underpass is the normal traffic underpass for vehicle B while it is not for vehicle A.

[0121] The third determination module 104 can take into account, in addition to the predefined road traffic rules, the duration D1 relating to the first vehicle A and the section P, the duration D2 relating to the first vehicle B and the section P, the planned trajectory T1 of the first vehicle A and / or the planned trajectory T2 of the second vehicle B.

[0122] For example, if predefined traffic rules give priority to the first vehicle A, but it is estimated that the second vehicle B has enough time to leave section P without hindering the first vehicle A (for example, if the second vehicle B arrives at an intersection well before the first vehicle A so that the first vehicle A does not have to slow down), the third determination module 104 determines that the second vehicle B has priority PP. Conversely, if the second vehicle B does not have enough time to leave section P without hindering the first vehicle A, the third determination module 104 determines that the first vehicle A has priority PP.

[0123] Step S615 can be repeated one or more times. Furthermore, the right-of-way (PP) between the first vehicle A and at least one other vehicle other than the second vehicle B can be determined in step S615.

[0124] If the first vehicle A has priority, a suggestion SC of a behavior of the second vehicle B at the level of the portion P is determined by the third determination module 104 (step S520).

[0125] More specifically, when section P is a lane intersection, if the first vehicle A has priority, and if the planned trajectory T2 of the second vehicle B at lane section P, determined in substep S614, intersects the planned trajectory T1 of the first vehicle A, determined in substep S606, the SC suggestion includes, for example, a suggestion to reduce the speed of the second vehicle B (i.e., a braking suggestion), typically coupled with a suggestion for the intensity of the speed reduction. The SC suggestion may also include a suggestion to yield the right-of-way to the first vehicle A.

[0126] Furthermore, when section P is a lane intersection, if the first vehicle A has priority, and if the planned trajectory T2 of the second vehicle B at the lane section P does not intersect the planned trajectory T1 of the first vehicle A, the SC suggestion includes, for example, a suggestion to maintain the speed of vehicle B. The SC suggestion may also include a suggestion to disregard the first vehicle A.

[0127] In an example where the second vehicle B is an autonomous or semi-autonomous vehicle, the SC suggestion can be automatically followed by control and driving means of the second vehicle B.

[0128] If the first vehicle A has priority, an SSC report of said SC suggestion is sent to the second vehicle B (step S530) by a sending module 105, the sending module 105 being able to be located at the level of the first terminal 101 or at the level of the remote server 120.

[0129] The SSC signal sent allows the second vehicle B to be warned of the presence of the first vehicle A, the priority PP of the first vehicle A and the action to take, even if the driver of the first vehicle A fails to activate a signaling device such as a flashing light of the first vehicle A. The second vehicle B can then adapt its driving according to this SSC signal, which improves the comfort and safety of the occupants of the first and second vehicles.

[0130] The S530 step of sending the SSC signal may include a substep S632 of triggering at least one DS signaling device of the first vehicle A, for example in the case where said DS signaling device of the first vehicle A has not already been triggered in substep S606. The DS signaling device may be a flashing light, a horn, etc.

[0131] The SSC signal can therefore be a light signal, for example emitted by a flashing light, and / or an audible signal.

[0132] Furthermore, the S530 step of sending the SSC signal may include a substep S634 of sending an SSC signal in the form of an electromagnetic signal (EMS) outside the visible spectrum, typically coded. The EMS signal is, for example, an infrared signal or an ultraviolet signal.

[0133] Furthermore, the S530 step of sending the SSC report may include a substep S638 of sending an SSC report in the form of an MS report message. The MS report message is sent via a telecommunications network, typically network 130.

[0134] When the sending module 105 is located at the remote server 120, the sending of the message can be a sending in notification mode (mode “push” in Anglo-Saxon terminology).

[0135] In this example, the S530 sending step includes, prior to substep S638, a substep S636 for identifying the second vehicle B, so that the SSC report is sent to the second identified vehicle B. Identification can be carried out by means of: of a network identifier, at least one geolocation position, and / or data relating to the second vehicle B, such as the type of vehicle or a registration number.

[0136] More specifically, the sending module 105 obtains one or more geolocation positions of vehicle B, then obtains the network identifier of the second vehicle B from the geolocation position(s) obtained.

[0137] In one example, the second terminal 110 of the second vehicle B regularly sends its geolocation position to a remote server. The sending module 105 can obtain the last geolocation position of the second vehicle B sent by consulting the remote server; the last geolocation position is found using the geolocation position of the first vehicle A and the geolocation position of segment P.

[0138] The network identifier is, for example, the MSISDN number (acronym for "Mobile Station Integrated Services Digital Network" in Anglo-Saxon terminology). Identification can be ensured by a security device, for example a SIM card, of the second terminal 110 of the second vehicle B.

[0139] The data relating to the second vehicle B can also be used to confirm the identity of the second vehicle B.

[0140] Taking into account several data makes it possible to accurately identify the second vehicle B, and thus reduce the risk of sending the SSC report to the wrong recipient.

[0141] In case of doubt about the identity of the second vehicle B, for example when the second vehicle B is closely followed by one or more vehicles so that the geolocation position(s) do not allow the second vehicle B to be identified with certainty, the network identifiers of all vehicles that can match the geolocation position(s) are obtained in substep S636, and the MS reporting message is then sent to all vehicles in substep S638.

[0142] As before, step S530 can be repeated once or several times for the second vehicle B and / or at least one other vehicle.

[0143] In an S635 step, if the first vehicle A has priority, the signaling module 119 can communicate the SSC signal to the driver of the first vehicle A.

[0144] Thus, the driver of the first vehicle A is informed of his arrival in a risk zone and of the presence of the second vehicle B, which increases the vigilance of the driver of the first vehicle A and thus improves the safety of the occupants of the first and second vehicles.

[0145] The SSC signal corresponds, for example, to the emission of a signaling image or sound, such as a sound corresponding to the triggering of a flashing light.

[0146] The driver of the first vehicle A can also take into account the content of the SSC report. Thus, the SSC report can allow the driver of the first vehicle to cancel the sending of the SSC report to the second vehicle B, which was carried out at step S530.

[0147] For example, the driver might anticipate a trajectory for the first vehicle that differs from the trajectory predicted by the GPS guidance system of the first vehicle A. The SSC (Safety and Security Control) alert then informs the driver that an incorrect suggestion has been sent to the second vehicle B, allowing them to manually cancel or modify the SC suggestion. Such a modification of the SSC alert is typically subject to time and safety distance constraints, beyond which the driver of the first vehicle A cannot modify the SC suggestion, as the reporting system may store a history of sent alerts. An alert of the modified suggestion is then sent to the second vehicle B.

[0148] The process includes, if the first vehicle A has priority, a step S640 of receiving an N1 notification of consideration of said SSC report by the second vehicle B.

[0149] More specifically, the receiving module 106 receives an N1 notification of acknowledgment of the SSC signal, sent by the second vehicle B.

[0150] The N1 notification of acknowledgment of the SSC report informs the first vehicle A of the receipt of the SSC report by the second vehicle B.

[0151] In the same way as for the SSC signal sent at step S630, the N1 notification can be a light signal, for example emitted by at least one signaling device of the second vehicle B, such as a flashing light, and / or an audible signal.

[0152] In addition, the N1 notification can take the form of an electromagnetic signal outside the visible spectrum, typically coded.

[0153] In addition, the N1 notification can take the form of a message, sent via a telecommunications network, typically the 130 network.

[0154] Before sending the message, the second vehicle B, or more precisely the second terminal 110, must identify the first vehicle A. This identification is performed, for example, in the same way as in substep S636, the identification process. Alternatively, the network identifier of the first vehicle A is sent, in step S632, to the second vehicle B in the reporting message.

[0155] The N1 notification of consideration of said SSC report by the second vehicle B may include an indication concerning an action carried out at the level of the second vehicle B.

[0156] By "action carried out at the level of the second vehicle B", we mean a decision and / or an adaptation carried out at the level of the second vehicle B.

[0157] The decision may be an acceptance and adoption of the SC suggestion determined in step S520, or a refusal to follow said SC suggestion.

[0158] The N1 notification acknowledging the SSC signal informs the first vehicle A of the second vehicle B's reaction to the SSC signal and the suggested behavior. The first vehicle A can then adapt its driving based on the N1 notification, which also improves the comfort and safety of the occupants of both the first and second vehicles.

[0159] As before, step S640 can be repeated one or more times, with notification N1 being received from the second vehicle B and / or at least one other vehicle.

[0160] Alternatively, step S615 is not implemented, and the SC suggestion is determined (step S520), then the SC report is sent (step S530), even if the first vehicle A does not have priority. Therefore, steps S635 and S640 can also be implemented even if the first vehicle A does not have priority.

[0161] If the second vehicle B is equipped with the second terminal 110, modules 112, 113, 152, and / or 114 of the second terminal 110 can also implement steps S500, S510, S615, and / or S520 of the behavior suggestion reporting process, respectively, in the same way as modules 102, 103, and 104 of the first terminal 101 (although the roles of first vehicle A and second vehicle B are reversed). Alternatively, steps S500, S510, S615, and S520 of the behavior suggestion reporting process are implemented by server 120.

[0162] Thus, if the second vehicle B has priority, the first sending module 115 of the second terminal 110 or of the server 120 can implement the S530 step by sending a report of the suggested behavior of the first vehicle A to the first vehicle A.

[0163] The second receiving module 107 of the first terminal 101 then receives the report in a step S650, then the second sending module 108 of the first terminal 101 can send, in a step S660, a notification of receipt of the report to the second vehicle B.

[0164] When portion P is a sub-lane used by the first vehicle A to overtake another vehicle C, the suggestion is for example a suggestion to move the first vehicle A back into the sub-lane of normal traffic of the first vehicle A and / or a suggestion to increase or reduce the speed of the first vehicle A (therefore a suggestion to brake or accelerate), typically coupled with a suggestion of the intensity of the increase or reduction of speed.

[0165] The first receiving module 116 of the second terminal 110 then receives the notification of receipt of the report (step S640).

Claims

1. Method for signalling a suggestion of behaviour, implemented in a signalling system (100) of a telecommunication network (130), the signalling system comprising either - a first terminal (101), positioned in a first vehicle (A), or - a first terminal (101) positioned in a first vehicle (A) and a server (120) connected to said first terminal (101) by said telecommunication network, said method being characterized in that it comprises the following steps: • determining (S500) an arrival of the first vehicle (A) on a portion (P) of a traffic lane (V1, V3), a second vehicle (B) being able to cross the first vehicle (A) on said portion (P), • determining (S510) an arrival of the second vehicle (B) on said portion (P), • determining (S520) a suggestion (SC) of behaviour of the second vehicle (B) on said portion (P), • sending (S530) the second vehicle (B) a signalling (SSC) of said suggestion (SC), and • said first terminal receiving (S640) a notification (N1) which makes it possible to inform said first vehicle (A) of the reaction of the second vehicle (B) following said signalling (SSC) by the second vehicle (B).

2. Signalling method according to Claim 1, further comprising a step (S615) of determining the right of way (PP) between the first vehicle (A) and the second vehicle (B) on the portion (P), the suggestion (SC) being determined and the signalling (SSC) being sent if the first vehicle (A) has right of way.

3. Method according to Claim 1 or 2, wherein the notification (N1) which makes it possible to inform said first vehicle (A) of the reaction of the second vehicle (B) comprises an indication concerning an action performed by a second terminal (110) of said signalling system (100), said second terminal (110) being positioned in the second vehicle (B), the action being a decision and / or an adaptation performed in the second vehicle (B), the decision being able to be an acceptance and adoption of the suggestion (SC) or a refusal to follow the suggestion (SC).

4. Signalling method according to any one of Claims 1 to 3, wherein the step (S500) of determining an arrival of the first vehicle (A) comprises a substep belonging to the group comprising the following substeps: • determining (S604) a value corresponding to a duration (D1) relating to the first vehicle (A) and to said portion (P), • determining (S606) a value corresponding to a trajectory (T1) of the first vehicle (A) on said portion (P), said value then being taken into account, with configuration rules, in the step (S520) of determining the suggestion (SC) of behaviour.

5. Signalling method according to any one of Claims 1 to 4, further comprising a step (S635) of communicating the signalling (SSC) to the driver of the first vehicle (A) .

6. Signalling method according to any one of Claims 1 to 5, wherein the signalling (SSC) is an electromagnetic signal (EMS) outside the visible spectrum.

7. Signalling method according to any one of Claims 1 to 6, wherein the signalling (SSC) is a signalling message (MS) sent via a telecommunication network (130).

8. Signalling method according to Claim 7, wherein the step (S530) of sending the second vehicle (B) said signalling (SSC) of the suggestion (SC) of behaviour comprises a substep (S636) of identifying the second vehicle (B), the signalling (SSC) being sent to the identified second vehicle (B).

9. Terminal (101, 110) which is able to implement a signalling method according to any one of Claims 1 and 2.

10. Computer program (P1, P2) comprising instructions for executing the steps of the signalling method according to any one of Claims 1 to 8 when said program is executed by a terminal according to Claim 9.

11. Computer-readable storage medium on which a computer program (P1, P2) comprising instructions for executing the steps of the signalling method according to any one of Claims 1 to 8 is stored.

12. System comprising at least two terminals (101, 110), each terminal (101, 110) being able to implement the signalling method according to any one of Claims 1 to 8.