METHOD FOR MANAGING A FIRST VEHICLE'S EMERGENCY STATE AND ASSOCIATED MANAGEMENT DEVICE

Description

Technical Field

[0001] The present invention relates to the field of vehicles and vehicle driver assistance, and more particularly concerns a technique for managing a vehicle crisis state. Previous technique

[0002] As is known, when a priority emergency vehicle is on duty (such as an ambulance, a fire truck or a police vehicle) traveling on a road, it signals its presence to vehicles on its route via an alerting device such as a siren or a flashing light.

[0003] By custom and / or to comply with the highway code, alerted vehicles then let the priority vehicle of general interest pass in order to facilitate its movement, for example by pulling over to the side or by giving way at an intersection.

[0004] However, drivers of vehicles in the path of an emergency vehicle sometimes have difficulty locating the emergency vehicle and may therefore struggle to determine whether they need to maneuver to let it pass. For example, a driver hearing a siren may not be able to determine whether the emergency vehicle is approaching from the front or behind. Similarly, a driver seeing a flashing light may have difficulty determining which lane the emergency vehicle is traveling in.

[0005] Furthermore, there is currently no solution to effectively locate a vehicle that is not a priority public interest vehicle (e.g., a private vehicle), but which is exceptionally in a state of crisis, such as a state of emergency or a state of offence.

[0006] An emergency is typically a health or life-threatening situation involving one or more living beings, such as humans. For example, an emergency might involve an injured person or a woman about to give birth.

[0007] The offence could be the theft of the vehicle, a traffic offence using the vehicle, taking hostages using the vehicle, etc.

[0008] In the case of a vehicle committing an offense, the vehicle can be reported to law enforcement (such as the police or gendarmerie), but locating the vehicle and estimating its trajectory is often very complicated. It is therefore difficult to intelligently guide a law enforcement vehicle to such a vehicle or to alert nearby vehicles to the presence of the offending vehicle.

[0009] Furthermore, in the case of a vehicle in an emergency, there is no reliable solution to guide a priority emergency vehicle as quickly as possible towards the vehicle in an emergency, so that the priority emergency vehicle can clear the way for the vehicle in an emergency, particularly through its alerting means.

[0010] US 2017 / 364069 A1 describes a method for adapting the route of an autonomous vehicle after it has detected a medical emergency of one of its occupants, so that it heads towards a health facility.

[0011] US 2016 / 210858 A1 describes a server that receives an alert request from an emergency vehicle and determines an alert zone for the emergency vehicle based on its position and trajectory. The server also determines a vehicle zone for other vehicles based on their positions and trajectories. The server then selects certain vehicles by comparing each vehicle zone with the alert zone and sends an alert to the selected vehicles to inform them of the approaching emergency vehicle.

[0012] US 2009 / 174572 A1 describes a server that identifies an area through which an emergency vehicle is likely to pass, based on its position and probable trajectory. The server then determines which vehicles are in that area, based on their positions, and then sends an alert to some of those vehicles regarding the presence, position, and route of the emergency vehicle. Description of the invention

[0013] The present invention relates to a method for managing a crisis state of a first vehicle according to claim 1.

[0014] The method according to the invention allows the environment surrounding the first vehicle to be alerted to its crisis situation. The alert message indicates to at least one detection element that the first vehicle is in an emergency and is likely to be in the same geographical area as it is currently located. Furthermore, the alert message, which includes an identification element for the first vehicle, enables the detection of the first vehicle by the detection element. Thus, the alert message sent to at least one detection element triggers the detection of the first vehicle by said at least one detection element.

[0015] The detection element having detected the first vehicle, sends a location message for the first vehicle including at least one trajectory hypothesis and / or at least one future position hypothesis for the first vehicle.

[0016] In one embodiment, the geographical area is estimated based on said at least one trajectory hypothesis and / or at least one future position hypothesis of the first vehicle received.

[0017] The management system, having received the location message from the detection element, estimates the geographical area in which the first vehicle (170) is likely to be positioned during a given period of time.

[0018] In one embodiment, the process comprises the following steps: receiving a report of the crisis state of the first vehicle, estimating a first geographical area in which the first vehicle is likely to be positioned for a given period of time, and sending an alert message to at least one detection element, positioned at the level of a traffic lane, said at least one detection element being likely to be positioned in the first geographical area for the given period of time.

[0019] The method according to the invention makes it possible to alert the environment of the first vehicle to its state of crisis and thus to adapt the traffic of vehicles in the vicinity.

[0020] In a particular embodiment, a state of crisis is a state of emergency or a state of violation.

[0021] An emergency is typically a health or life-threatening situation involving one or more living beings, such as humans. For example, an emergency might involve an injured person or a woman about to give birth.

[0022] The offence could be the theft of the first vehicle, a traffic offence using the first vehicle, hostage-taking using the first vehicle, etc.

[0023] In a particular embodiment, in which the duration of the time period is determined based on at least one of the following: a potential speed of movement of the first vehicle, a number of potential traffic lane alternatives per unit area in an area around the first vehicle, estimated traffic on the trajectory of the first vehicle.

[0024] In one particular embodiment, the time period is less than or equal to three minutes.

[0025] In a particular embodiment, the method further includes a step of receiving a location message from the first vehicle, comprising at least one trajectory hypothesis and / or at least one future position hypothesis of the first vehicle, said location message being sent by a terminal associated with said at least one detection element.

[0026] The method according to the invention thus makes it possible to locate the vehicle precisely in an emergency situation.

[0027] In one particular embodiment, the process further comprises the following steps: determination of an intervening vehicle based on said at least one trajectory hypothesis and / or at least one future position hypothesis, the intervening vehicle being a vehicle for which the estimate of a potential time required for said vehicle to reach the first vehicle is minimal, and sending an intervention instruction message to a terminal associated with the intervening vehicle including an intervention instruction.

[0028] Thus, the vehicle involved is determined based on at least one trajectory hypothesis and / or at least one future position hypothesis received from at least one detection element.

[0029] In a particular embodiment, the intervention vehicle is determined according to a characterization element of said vehicle indicating an intervention capacity of said vehicle.

[0030] In a particular embodiment, the intervention instruction message further includes a scenario for guiding the intervening vehicle towards the first vehicle, said guidance scenario including guidance instructions.

[0031] In one particular embodiment, the process further comprises the following steps: estimation of a second geographical area associated with said intervening vehicle, based on a geolocation position of the intervening vehicle, determination of at least one cooperating vehicle likely to be positioned in said second geographical area, sending a cooperation instruction message to a terminal associated with said at least one cooperating vehicle, including an action instruction aimed at facilitating the progression of the intervening vehicle towards the first vehicle.

[0032] In one particular embodiment, the process further comprises the following steps: determination of at least one collaborating element capable of being positioned in front of the first vehicle, based on said at least one trajectory hypothesis and / or at least one future position hypothesis, sending a collaboration instruction message to a terminal associated with said at least one collaborating element, including an action instruction to facilitate or hinder the progress of the first vehicle, so as to reduce the time required for the intervening vehicle to reach the first vehicle.

[0033] Thus, the collaborating element is determined based on said at least one trajectory hypothesis and / or at least one future position hypothesis received from said at least one detection element.

[0034] In a particular embodiment: The action instruction of the cooperation instruction message and / or the collaboration instruction message is associated with a start time of the action and / or a predicted duration of the action, and the action instruction of the cooperation instruction message and / or the collaboration instruction message relates to the modification of a driving parameter. The invention further relates to a device for managing a crisis state of a first vehicle according to claim 9.

[0035] In one particular embodiment, the management device is a remote server or a terminal associated with a traffic lane element.

[0036] In a particular embodiment, the various stages of the management process according to the invention are determined by computer program instructions. Consequently, the invention also relates to a computer program, on a data storage medium, this program comprising instructions adapted to the implementation of the stages of a management process according to the invention.

[0037] 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.

[0038] The invention also relates to a computer-readable information carrier, comprising instructions for a computer program as mentioned above.

[0039] 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.

[0040] 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.

[0041] 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. Brief description of the drawings

[0042] 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: There figure 1 represents, schematically, a management system capable of implementing a management process according to an example of an embodiment of the invention; The figure 2 schematically represents a remote server of the management system of the figure 1 ; There figure 3 represents, in the form of an organizational chart, the main steps of a management process according to an example of an embodiment of the invention. Description of the implementation methods

[0043] There figure 1 represents, schematically, a 100 management system capable of implementing a process for managing a crisis state of a first vehicle, according to an example of an embodiment of the invention.

[0044] The system comprises a plurality of modules including a receiving module, an estimation module and a sending module.

[0045] System 100 may include a first terminal 110 and / or a remote server 120, and at least one other terminal called a second terminal 130. System 100 may also include a crisis management service server (not shown).

[0046] In addition, system 100 may include one or more other remote servers, for example dedicated to long-term storage (not shown).

[0047] The first terminal 110, the remote server 120, each subsequent terminal 130, and / or the emergency management service server can be connected to a telecommunications network 160 to communicate with each other. There are no limitations regarding the type of telecommunications network. It could be, for example, a Wi-Fi network or a mobile phone network (3G, 4G, 5G, etc.).

[0048] Furthermore, the telecommunications protocols used can be varied. The protocols used are for example the BTP / GeoNet / UDP / IP protocols (for "Basic Transport Protocol / GeoNet / User Datagram Protocol / Internet Protocol", in Anglo-Saxon terminology), in 4G or 5G cellular, or MQTT / TCP / IP (Message Queuing Telemetry Transport / Transmission Control Protocol / Internet Protocol), also in cellular.

[0049] The first terminal 110 can be a mobile terminal such as a mobile phone, for example of the "smartphone" type, a digital tablet, or a personal computer.

[0050] The first terminal 110 is associated with the first vehicle 170. The first vehicle 170 is, for example, positioned at a VC traffic lane. The first vehicle 170 can, for example, travel on the VC traffic lane.

[0051] The first terminal 110 can thus be positioned at the level of the first vehicle 170, typically inside the first vehicle 170, or incorporated into the first vehicle 170, i.e. as part of the vehicle 170's on-board systems.

[0052] Each second terminal 130 can be a mobile terminal such as a mobile phone, for example of the "smartphone" type, a digital tablet, or a personal computer.

[0053] In addition, each second 130 terminal can be associated with a 180 traffic lane element, this 180 element typically being a moving element such as a vehicle or a living being, or a fixed element such as a billboard, radar or camera.

[0054] Each traffic lane element 180 is, for example, positioned at the level of a traffic lane VC, which may be different from the traffic lane VC of the first vehicle 170. When the element 180 is mobile, it travels, for example, on or alongside the traffic lane VC (typically when the first mobile element is a living being). When the element 180 is fixed, it can be positioned at the level of the traffic lane VC, typically alongside or above it.

[0055] Each second terminal 130 can thus be positioned at the level of a vehicle 180, typically inside the vehicle 180, or incorporated into the vehicle 180, i.e. as part of the vehicle 180's on-board systems.

[0056] Each vehicle 170, 180 can take the form of a motorized vehicle such as a car, van, truck, bus, or two-wheeler, a bicycle, a train, a tram, or even a boat or an airplane. Also, the VC traffic lanes mentioned in this document can be land, sea, or air. Furthermore, each vehicle 170, 180 can be an autonomous vehicle.

[0057] The crisis management service server is a server linked to a crisis management service, this service typically offering users of this service the ability to report a vehicle's crisis status.

[0058] The remote server 120 is a server capable of storing a variety of information elements, described below, concerning the first vehicle 170 and each element 180 of the traffic lane. The remote server 120 is thus capable of using this information to remotely manage the crisis status of a vehicle such as the first vehicle 170.

[0059] As shown by figure 2 The remote server 120 has the conventional architecture of a computer. The remote server 120 includes in particular a processor 200, a read-only 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.

[0060] The read-only memory 202 of the remote server 120 constitutes a storage medium according to an exemplary embodiment of the invention, readable by the processor 200, and on which a computer program P1 according to an exemplary embodiment of the invention is stored. Alternatively, the computer program P1 is stored in the rewritable non-volatile memory 204.

[0061] The computer program P1 can enable the remote server 120 to implement at least part of the management process according to an example of an embodiment of the invention.

[0062] This computer program P1 can thus define functional and software modules of the remote server 120, configured to implement the steps of a management process conforming to an exemplary embodiment of the invention, or at least a part of these steps. These functional modules rely on or control the hardware components 200, 202, 204, 206, and 208 of the platform 110 mentioned previously. They may include, in particular, the receiving module, the estimation module, and the sending module of system 100.

[0063] The first terminal 110, each second terminal 130, and / or the emergency management service server may also have the conventional architecture of a computer, and may each then include in particular a processor, read-only memory (of the "ROM" type), rewritable non-volatile memory (of the "EEPROM" or "NAND Flash" type for example), rewritable volatile memory (of the "RAM" type), and a communication interface.

[0064] Each read-only memory (ROM) can serve as a storage medium conforming to an example embodiment of the invention, readable by the associated processor, and on which a computer program conforming to an example embodiment of the invention is stored. Alternatively, the computer program is stored in the associated rewritable non-volatile memory. The computer program can enable the implementation of at least a portion of the management process conforming to an example embodiment of the invention.

[0065] Each computer program can thus define functional and software modules configured to implement the steps of a management process conforming to an example embodiment of the invention, or at least a part of these steps. These functional modules rely on or control the hardware elements mentioned above and may include, in particular, the receiving module, the estimation module, and the sending module of system 100.

[0066] In addition, each second 130 terminal may include an on-board camera, radar, microphone, laser scanner and / or GPS or Galileo guidance means.

[0067] Alternatively, each 180 traffic lane element may include an on-board camera, radar, microphone and / or GPS or Galileo guidance means, which the second 130 terminal can access.

[0068] There figure 3 represents a method 300 for managing a crisis state of a first vehicle, according to an example of an embodiment of the invention.

[0069] The process can be implemented by the management system 100 described with reference to figures 1 And 2 The first vehicle 170 in crisis mode is therefore the first vehicle 170 described with reference to the figure 1 .

[0070] In step E310, an SI report of the crisis status of the first vehicle 170 is transmitted. The SI report is typically transmitted as a message and via the telecommunications network 160. In addition, the SI report is typically received by the remote server 120 (step F310).

[0071] A state of crisis can be a state of emergency or a state of violation.

[0072] An emergency is typically a health or life-threatening situation involving one or more living beings, such as humans. For example, an emergency might involve an injured person or a woman about to give birth.

[0073] The first vehicle 170 can then transport one or more living beings in an emergency situation to an emergency care location such as a care center, or head to a location where one or more living beings are in an emergency situation, such as a location where an accident has occurred.

[0074] The offense may be the theft of the first vehicle 170, a traffic violation using the first vehicle 170, hostage-taking using the first vehicle 170, etc. The destination of the first vehicle 170 is then generally unknown.

[0075] The SI report may include at least one identification element of the first vehicle 170, and / or at least one characterization element of the first vehicle 170, in the form of digital data.

[0076] The identifying element is typically the license plate number of the first 170 vehicle, or the MSISDN number (acronym for "Mobile Station Integrated Services Digital Network") of the first 110 terminal associated with the first 170 vehicle. In addition, each identifying element may indicate: The category to which the first vehicle 170 belongs, that is, whether the first vehicle 170 is a car, truck, bus, two-wheeler, bicycle, train, tram, boat, airplane, etc., a subcategory of the category to which the first vehicle 170 belongs. For example, this information may relate to the vehicle type, vehicle make, vehicle model, vehicle color, etc., the number and / or type of person on board the first vehicle 170, the ability of the first vehicle 170 to communicate with the remote server 120.

[0077] In addition, the SI report may include in the form of digital data an element of information concerning the type of crisis state of the first vehicle 170 (state of emergency or state of offence), and possibly concerning the subtype of state (road accident, imminent delivery, unconscious person, fracture, burn, theft, hostage taking, traffic offence, etc.).

[0078] Furthermore, the SI report may include, in the form of digital data, an element of information concerning the confirmed departure point of the first vehicle 170, an element of information concerning the confirmed arrival point of the first vehicle 170, and / or an element of information concerning one or more potential routes of the first vehicle 170, each route being divisible into a plurality of potential trajectories. However, the arrival point and route are generally not provided when the crisis situation is a violation.

[0079] The term "confirmed" is used here to refer to a known starting point, arrival point, or route of the first vehicle 170. The term "potential" is used to refer to an unknown or uncertain starting point, arrival point, or route of the first vehicle 170, but which could respectively be the starting point, arrival point, or route of the first vehicle 170.

[0080] In addition, the SI report may include in the form of digital data a timestamp, the timestamp typically indicating the date and time (including minutes and / or seconds) corresponding to the identification of the crisis state of the first vehicle 170.

[0081] Alternatively, the SI report may include a digital photograph, a digital sound and / or a digital video from which the identification and / or characterization element(s) can be extracted by the remote server 120. A photograph of the first vehicle 170 can thus be transmitted, the remote server 120 being able, for example, to determine by image analysis the registration plate of the first vehicle 170, the category of the first vehicle 170, the colour of the first vehicle 170, etc.

[0082] When the crisis situation is an emergency situation, the SI report of the crisis situation is typically transmitted by the first 110 terminal associated with the first 170 vehicle. Alternatively, the SI report can be transmitted by a witness outside the first 170 vehicle, using another terminal called a third-party terminal.

[0083] When the crisis state is an offence state, the SI report of the crisis state is typically transmitted by an external witness to the offence to the first vehicle 170 (or the owner of the first vehicle 170 in the event of theft), using a third-party terminal.

[0084] The transmission of the SI report can be triggered by user validation at the first 110 terminal or the third-party terminal. Alternatively, the transmission of the SI report can be triggered automatically.

[0085] Each identifying or characterizing element of the first SI report may have been pre-indicated, for example when the user registered for the crisis management service, or indicated by the user just before the sending was triggered, for example via a computer application or a website.

[0086] In addition, any potential piece of information concerning the type or subtype of crisis state, the confirmed starting point, the confirmed arrival point, and / or the potential route(s) of the first vehicle 170 can be indicated by the user just before the dispatch is triggered, or obtained from a GPS or Galileo guidance means.

[0087] The first SI report of the state of emergency can also take the form of a telephone call to a crisis management service, in order to allow the first SI report in a majority of cases, even by a witness external to the first vehicle 170, using a third-party terminal.

[0088] Following step E310, the remote server 120 records the received information in the SI report for storage. The remote server 120 is then able to transmit this information to terminals in subsequent steps. The remote server 120 may also send a message to the first terminal 170 or the third-party terminal to request clarification on the report.

[0089] When the first vehicle 170 includes a GPS tracking device, geolocation data can be automatically provided by the latter and sent to the remote server 120, for example according to the ETSI EN 302 636 standard.

[0090] In a preliminary step (G320) that can be implemented before, during, and / or after step E310, one or more secondary terminals (130) associated with traffic lane elements (180) can send one or more identification elements (EI) and / or one or more characterization elements (ECA). Each identification element (EI) and / or characterization element (ECA) is sent by a given secondary terminal (130) to the remote server (120) via the telecommunications network (160) and relates to the element (180) associated with said secondary terminal (130).

[0091] Alternatively, the EI identification element(s) and / or the ECA characterization element(s) concerning one or more 180 traffic lane elements are sent by terminals different from the second 130 terminals associated with these 180 elements. Each EI identification element / ECA characterization element can then typically be pre-detected by the terminal sending that element, for example by image or electromagnetic signal analysis.

[0092] Each EI identification element sent by a taxiway element is typically the MSISDN number of the second 130 terminal associated with the taxiway element. Alternatively, the EI identification element can be the taxiway element's plate number.

[0093] In addition, each ECA characterization element of a 180 traffic lane element can indicate: The category to which the traffic lane element 180 belongs, that is, indicating whether element 180 is fixed or mobile, or more precisely whether element 180 is a motor vehicle, truck, bus, two-wheeler, bicycle, train, tram, boat, airplane, human being, animal, billboard, radar, surveillance camera, etc., a subcategory of the general category to which the traffic lane element 180 belongs. For example, if element 180 is a vehicle, this information may include the vehicle type, vehicle make, vehicle model, vehicle color, etc. the degree of autonomy of the 180 traffic lane element, and an intervention capability.

[0094] The category and subcategory can be sent in a CAM (Cooperative Awareness Message) type message, defined in the ETSI EN 302 637-2 standard, or another type of message defined by another telecommunications standard.

[0095] The degree of autonomy here refers to the ability of element 180 to follow and / or respond to an instruction, such as one sent to steps F380 and / or F395 described below. For example, a fully autonomous vehicle can automatically take the instruction into account and thus perform the associated maneuver; a vehicle with driver assistance may require acknowledgment from the driver; and a vehicle without driver assistance does not respond to instructions.

[0096] Response capability can be a defining characteristic of a 180 element when that 180 element is a vehicle. Response capability indicates whether the vehicle can be determined to be a responding vehicle in step F360 described below. This is typically the case when the vehicle is a priority emergency vehicle, and thus a vehicle accredited to respond to a crisis, or a vehicle equipped with warning devices such as a siren or flashing lights to enable it to respond to a crisis.

[0097] Each EI identification element or ECA characterization of a 180 taxiway element is typically sent by the second 130 terminal associated with the 180 element when the second 130 terminal associated with the 180 element is registered with the emergency management service or when the 180 taxiway element is registered.

[0098] Alternatively, each EI identification element or ECA characterization element can be sent by the second terminal 130 associated with the element 180 when the second terminal 130 associated with the element 180 of the traffic lane is switched on, or when a journey begins.

[0099] The second terminal 130 associated with the traffic lane element 180 can then store all or part of the data and send it to the remote server 120 after authenticating with the remote server 120. This preserves data anonymity when the process is not implemented. Alternatively, to avoid excessive data transfer volumes, the second terminal 130 associated with the traffic lane element 180 can send a link to a storage space on another remote server, typically after the second terminal 130 has authenticated with the remote server 120 and possibly with the other remote server.

[0100] Of course, sending one or more EI identification elements or ECA characterization elements can be repeated one or more times in order to update this or these elements in the remote server 120.

[0101] The remote server 120 receives the EI identification element(s) or ECA characterization element(s) in an F320 step, then records them for storage, typically securely, after possibly certifying them.

[0102] In addition, one or more secondary terminals 130 associated with traffic lane elements 180 can send, for example periodically, one or more ECO contextual elements, typically to the remote server 120 via the telecommunications network 160 (step G325). Each ECO contextual element sent by a secondary terminal 130 relates to the traffic lane element 180 associated with that secondary terminal 130.

[0103] Alternatively, the ECO contextual element(s) relating to a 180 traffic lane element can be sent by a terminal other than the second 130 terminal associated with that 180 traffic lane element. Each ECO contextual element can then be pre-detected by the terminal sending it, for example by image or electromagnetic signal analysis.

[0104] Each contextual ECO element sent can be: a geolocation position of the traffic lane element 180, a predicted route of the traffic lane element 180, the route being able to be divided into a plurality of predicted trajectories, the speed of the traffic lane element 180, information related to traffic around the geolocation position of the traffic lane element 180, etc.

[0105] The ECO contextual element(s) can be sent in a CAM type message (for "Cooperative Awareness Message", in Anglo-Saxon terminology), defined in the ETSI EN 302 637-2 standard, or another type of message defined by another telecommunications standard.

[0106] The remote server 120 receives the ECO contextual element(s) in an F325 step, then records them for storage, typically securely, after possibly having certified them.

[0107] Sending one or more ECO contextual elements can be repeated one or more times in order to update this or these ECO contextual elements in the remote server 120. This reiteration can be periodic.

[0108] In a step F330, the remote server 120 determines at least one so-called detection element ED among the traffic lane elements 180 for which one or more identification elements EI, characterization elements ECA and / or contextual elements ECO have been sent in steps G320 and G325, each detection element ED being capable of detecting the first vehicle 170.

[0109] In a substep F332, the remote server 120 estimates a first geographical area ZO in which the first vehicle 170 is likely to be positioned for a given period of time.

[0110] By "likely to be positioned", we mean that the probability that the first vehicle 170 will be positioned in the first geographical zone ZO is high and for example almost certain, for example greater than 40% and preferably greater than 70%.

[0111] The time period begins, for example, at the date and time of the timestamp received in step F310, and the duration of the time period is typically a few minutes, for example, two minutes or less. This is because, beyond these few minutes, the uncertainty regarding the location of the first vehicle 170 is too great for the probability that a traffic lane element 180 could detect the first vehicle 170 to be significant. The time period is typically determined based on the chosen probability threshold for the presence of the first vehicle 170 in the first geographic zone ZO.

[0112] The duration of the time period is typically determined based on a potential speed of travel of the first vehicle 170 and the number of potential traffic lane alternatives per unit area in the zone around the first vehicle 170 (the first vehicle 170 may change lanes every 20 kilometers on a motorway, and every 100 meters in a city, the uncertainty about its trajectory being thus higher in the second case).

[0113] The duration of the time period can also be determined based on the traffic on the trajectory of the first vehicle 170, and / or on a trajectory assumption of the first vehicle 170, for example determined in step G350.

[0114] The first geographical zone ZO is typically estimated based on at least one potential route of the first vehicle 170, each potential route being divisible into a plurality of potential trajectories.

[0115] A list of potential routes including at least one potential route of the first vehicle 170 can thus be determined, typically by the remote server 120.

[0116] When the SI report received at step F310 includes the information element concerning the potential route(s) of the first vehicle 170, each potential route indicated by this information element is added to the list of potential routes.

[0117] When the SI report received at step F310 includes the information element concerning the confirmed departure point of the first vehicle 170 and the information element concerning the confirmed arrival point of the first vehicle 170, the remote server 120 determines one or more potential routes based on this information concerning the confirmed departure and arrival points, and then adds this / these potential route(s) to the list of potential routes. For example, only one optimal route may be determined.

[0118] When the SI report received at step F310 does not include any information regarding the confirmed starting point of the first vehicle 170, one or more potential starting points of the first vehicle 170 can be determined by the remote server 120.

[0119] Similarly, when the report received at step F310 does not include any information regarding the confirmed arrival point of the first vehicle 170, one or more potential arrival points of the first vehicle 170 can then be determined by the remote server 120.

[0120] One or more potential routes can be determined by the remote server 120 from each pair of potential starting point and potential destination point, from each pair of confirmed starting point and potential destination point, and / or each pair of potential starting point and confirmed destination point, each potential route then being added to the list of potential routes.

[0121] When the SI report received at step F310 does not include any information regarding the confirmed starting point of the first vehicle 170 (the starting point of the first vehicle 170 not being known), a starting area for the first vehicle 170 can be determined.

[0122] For example, when the emergency situation report (ESR) takes the form of a text message, the terminal that sent the message can be located from that transmission to determine the originating area. Furthermore, when the emergency situation report (ESR) takes the form of a phone call, the phone call can be located to determine the originating area.

[0123] The determination of a starting area is typically followed by the determination of one or more potential starting points within the starting area, and then, for each potential starting point determined, by the determination of one or more potential routes from said potential starting point, each potential route then being added to the list of potential routes.

[0124] When the crisis state is an emergency state and the SI report includes the information element concerning a confirmed starting point and the information element concerning the subtype of emergency state of the first vehicle 170, one or more potential arrival points can be determined based on the information element concerning the confirmed starting point and the information element concerning the subtype of emergency state.

[0125] The remote server 120 can then determine one or more potential arrival points corresponding to the emergency care locations closest to the confirmed departure point.

[0126] Indeed, in certain emergency situations, such as a transfer to a maternity ward, the first caller to the 110 emergency number may be unable to provide the maternity ward's contact information. Furthermore, after a road accident, the first caller to the 110 emergency number may not know the location of the nearest hospital.

[0127] Next, for each determined potential arrival point, one or more potential routes can be determined from the confirmed starting point and said determined potential arrival point, each potential route then being added to the list of potential routes.

[0128] The first geographic zone (ZO) is typically estimated to include one or more successive portions of each potential route from the list of potential routes that the first vehicle 170 could follow during the given time period. The first geographic zone (ZO) is thus expanded when the starting or ending point of the first vehicle 170 is unknown. Furthermore, the area of ​​the first ZO depends on the length of the given time period, which is itself determined by the speed of the first vehicle 170, the traffic along its path, and other factors.

[0129] Alternatively, when the SI report received at step F310 does not include an element of information regarding the confirmed starting point of the first 170 vehicle, no element of information regarding the confirmed ending point of the first 170 vehicle, and no element of information regarding the potential route(s) of the first 170 vehicle (which is usually the case when the crisis state of the first 170 vehicle is an infringement state), the first geographic area ZO is typically estimated based on a starting area, the potential speed of the first 170 vehicle, and / or the timestamp.

[0130] In a substep F334, the remote server 120 determines the detection element(s) ED likely to be positioned in the first geographic zone ZO during the given time period, based on the identification element(s) EI, characterization ECA and / or contextual ECO sent to steps G320 and G325.

[0131] In a step F340, the remote server 120 sends, via the telecommunications network 160, an alert message MA to at least one of the detection elements ED determined in step F330, for example, each detection element ED determined in step F330. Each alert message MA sent to a detection element ED is typically received, in a step G340, by the second terminal 130 associated with said detection element ED.

[0132] An MA alert message sent to a given ED detection element typically indicates that the first 170 vehicle is in crisis, and further indicates that the first 170 vehicle is likely to be positioned in the first geographic zone ZO during the given time period.

[0133] Also, the MA alert message may include the identification element of the first vehicle 170, one or more characterization elements of the first vehicle 170, the information element concerning the type or subtype of crisis, etc.

[0134] Steps F330 and F340 can be repeated once or several times, typically periodically.

[0135] Thus, only the 180 elements likely to detect the first 170 vehicle and / or whose traffic is likely to be impacted by the first 170 vehicle are alerted.

[0136] In a G350 step, at least one ED detection element detects the first vehicle 170. The ED detection element then sends, via the telecommunications network 160 (G355 step), a location message ML of the first vehicle 170, typically to the remote server 120, which receives it in an F355 step.

[0137] The G350 and G355 stages are typically implemented by the second terminal 130 associated with the ED detection element.

[0138] The ML location message typically includes a location information element for the first vehicle 170, and possibly one or more EI identification, ECA characterization and / or ECO contextual elements for the first vehicle 170.

[0139] More specifically, during the G350 detection step, the geolocation position and possibly an identifying element of the first vehicle 170 (typically license plate number) can be obtained.

[0140] In addition, at least one characterization element (typically the category, and a subcategory) and / or contextual information about the first vehicle 170 can be obtained during the G350 detection step.

[0141] For example, the second terminal 130 associated with the detection element ED analyzes one or more images obtained by an on-board camera of the second terminal 130 in order to detect and identify the first vehicle 170, or analyzes an electromagnetic signal sent by means of the radar of the second terminal 130 or the detection element ED, reflected by the first vehicle 170, and then received by the radar.

[0142] The second terminal 130 then compares the data obtained with the identification and / or characterization elements of the first vehicle 170 received at step G340, in order to determine the presence of the first vehicle 170.

[0143] Alternatively or in addition, the second terminal 130 associated with the detection element ED detects the implementation, by a cooperating element and / or a collaborating element, of at least one instruction such as sent to step F380 and / or F395 described below, and deduces a probability of presence of the first vehicle 170.

[0144] Detection can be facilitated by warning signals emitted by the first vehicle 170 and detected by the detection element ED. These warning signals are emitted, for example, by a siren, a flashing beacon, or headlights (high beams, hazard lights). The second terminal 130, having detected these warning signals and being informed that it is likely to detect the first vehicle 170 thanks to the warning message received at step G340, can deduce a probability of the first vehicle 170's presence.

[0145] The second terminal 130 can also determine, during the G350 detection step, at least one trajectory hypothesis for the first vehicle 110, possibly associated with a given duration (typically a few minutes, for example, two minutes). Hypotheses for the future positions of the first vehicle 110 can also be determined at this G350 step.

[0146] The ML location message of the first vehicle 170 sent by the detection element ED (step G355) then typically includes each assumption of future trajectory and / or position determined in step G350.

[0147] The second terminal 130 typically determines each trajectory hypothesis based on the contextual element(s) of the first vehicle 170, previously obtained during the implementation of the G350 detection step.

[0148] More specifically, each trajectory hypothesis can be determined from the geolocation position of the first vehicle 170 and the direction of travel of the first vehicle 170 obtained, as well as the configuration of the traffic lane network near the geolocation position of the first vehicle 170. It is thus determined which traffic lanes can be used by the first vehicle 170 given its geolocation position and direction of travel, a trajectory hypothesis corresponding to a lane likely to be used by the first vehicle 170.

[0149] The trajectory hypothesis may correspond to a potential trajectory of a potential route of the first vehicle 170, or to a new trajectory in the case where the first vehicle 170 does not follow the potential route(s) from the list determined in step F332.

[0150] When the second terminal 130 knows the confirmed arrival point of the first vehicle 170, the trajectory assumptions are limited to those that can lead to the confirmed arrival point.

[0151] A probability rate can be associated with each determined trajectory hypothesis, in order to be able to classify the trajectory hypotheses.

[0152] For example, when the confirmed arrival point of the first vehicle 170 is not known from the second terminal 130, the highest probability rate can be associated with the hypothesis concerning a straight continuation of the trajectory, the probability rate concerning possible other hypotheses of lane change being lower.

[0153] In another example, when the confirmed arrival point of the first vehicle 170 is known from the second terminal 130, the highest probability rate can be associated with a trajectory hypothesis concerning the shortest potential route in terms of time or distance. A recent history of driving choices made by the first vehicle 170 could also be used to assign the highest probability rate.

[0154] When step G350 is continuously repeated, each future position hypothesis can be determined based on a given trajectory hypothesis. The hypothesis then concerns the future position at the end of the time period associated with the given trajectory. The future position hypothesis can also be determined from the speed of the first vehicle 170 obtained from the second terminal 130 and / or the traffic around the geolocation position of the first vehicle 170.

[0155] Alternatively, future position assumptions are determined by predefined time steps (10 seconds, for example), up to the end of the duration associated with the determined trajectory. A probability rate can be associated with each future position assumption.

[0156] The second terminal 130 having detected the first vehicle 170 can further implement an action according to an instruction such as sent to steps F380 and / or F395 described below.

[0157] Steps G350 and G355 are typically repeated one or more times, by the same ED sensing element or a different ED sensing element. Steps G350 and G355 are thus typically implemented periodically or continuously.

[0158] Steps F330 for determining detection elements and F340 for sending an alert message can be repeated following each repetition of steps G350 and G355. The first geographic area ZO is then replaced by a geographic area estimated from the future trajectory and / or position assumption(s) determined in step G350, and the time period associated with the first geographic area ZO is replaced by the duration determined in step G350.

[0159] Alternatively, steps G350 and G355 are not implemented because the first vehicle 170 itself sends the ML location message to step G355, typically periodically. The ML location message typically includes the location information element and possibly an information element concerning the route followed by the first vehicle 170. More specifically, when the SI report sent to step E310 includes a characterization element indicating that the first vehicle 170 is able to communicate with the remote server 120, and the first vehicle 170 sends the ML location message, steps G350 and G355 are not implemented.

[0160] In a step F360, the remote server 120 determines, among the 180 traffic lane elements whose identification elements EI, characterization ECA and / or contextual ECO have been sent to steps G320 and G325, one or more vehicles referred to below as ELI intervention vehicles.

[0161] Each ELI intervention vehicle is determined based on: of at least one hypothesis of trajectory of the first vehicle 170 and / or at least one hypothesis of future position of the first vehicle 170, determined in step G350, of at least one contextual element sent in step G325, and / or of at least one ECA characterization element sent in step G320, such as the ECA characterization element indicating the ability to intervene.

[0162] Each ELI intervention vehicle is typically determined from among the 180 vehicles for which an ECA characterization element indicating intervention capability was sent at step G320.

[0163] For example, only one ELI intervention vehicle can be determined, the ELI intervention vehicle typically being a priority public interest vehicle (such as an ambulance, a fire truck or a police vehicle).

[0164] The ELI intervention vehicle is vehicle 180 that is most likely to position itself closest to the first vehicle 170 in the fastest time, taking into account all the assumptions of trajectories and / or assumptions of future positions determined.

[0165] Alternatively, an ELI responding vehicle is determined for each trajectory and / or future position assumption. Several ELI responding vehicles can then be determined, each typically being a priority emergency vehicle, and each ELI responding vehicle being the 180 vehicle most likely to position itself closest to the first 170 vehicle most quickly, given at least one of the determined trajectory and / or future position assumptions. Each ELI responding vehicle is then assigned to the trajectory and / or future position assumption for which it is most likely to position itself closest to the first 170 vehicle most quickly.

[0166] For each priority 180 emergency vehicle, the position, speed and / or category of the priority 180 emergency vehicle may be taken into account in order to estimate the potential time EsDu required for this priority 180 emergency vehicle to reach the first 170 vehicle (step F362).

[0167] Each potential duration EsDu can also be estimated from the typology of the traffic lanes of the route allowing a priority general interest vehicle 180 to reach the first vehicle 170, and / or the number of vehicles on these traffic lanes, as well as possibly the number of vehicles capable of implementing an instruction allowing the intervening vehicle ELI to pass, for example such as sent to step F380 described below.

[0168] The priority general interest vehicle 180 corresponding to the minimum potential duration EsDu is then determined to be the ELI intervention vehicle.

[0169] The ELI intervention vehicle can also be determined based on economic and / or technical constraints, such as the fuel consumption of priority public interest vehicles 180.

[0170] Alternatively, each ELI responding vehicle is not determined from among the 180 vehicles for which an ECA characterization element indicating response capability was sent in step G320, but can instead be determined from among 180 traffic lane elements / ED detection elements that indicated, via the associated second 130 terminal, in a previous step such as step G320, their agreement to be determined as an ELI responding vehicle. This alternative is typically implemented when the first 170 vehicle is in an emergency state and when the SI report sent in step 310 includes a characterization element indicating that the first 170 vehicle is unable to communicate with the remote 120 server.

[0171] Each ELI intervention vehicle is typically determined from among the ED detection vehicles determined during a reiteration of the implementation of step F330, when the first geographic area ZO is replaced by a geographic area estimated from the future trajectory and / or position assumption(s) determined in step G350, and the time period associated with the first geographic area ZO is replaced by the duration determined in step G350, with each ED detection item then being added to a vehicle list.

[0172] The identification of the ELI responding vehicle(s) is carried out in this variant in the same way as for priority emergency vehicles. Alternatively, several successive vehicles are identified in this manner, which allows for a more precise tracking of the movements of the first vehicle (170).

[0173] In this variant where the ELI intervention vehicle is a conventional vehicle, a priority general interest vehicle can still join the first vehicle 170. The ELI intervention vehicle then ceases to be an ELI intervention vehicle when the priority general interest vehicle joins the first vehicle 170.

[0174] In an F365 step, for each ELI intervention vehicle, the remote server 120 can determine a guidance scenario SG from the ELI intervention vehicle to the first vehicle 170, or a junction point between the ELI intervention vehicle and the first vehicle 170. The guidance scenario SG includes one or more guidance instructions allowing the ELI intervention vehicle to reach the first vehicle 170.

[0175] More specifically, the guidance instructions allow the ELI intervention vehicle to be guided towards the junction point at the end of the potential duration EsDu. When several trajectory assumptions are determined in the G350 detection step, the guidance scenario for the ELI intervention vehicle can be determined to bring the ELI intervention vehicle closer to a geographical area based on the trajectory assumptions if it is not already in that area.

[0176] Alternatively, the trajectory hypothesis with the highest probability rate can be selected by the remote server 120. Alternatively, the trajectory hypothesis is selected by a user of the ELI intervention vehicle, the second terminal 130 then transmitting this selection to the remote server 120. For example, when the ELI intervention vehicle is a police vehicle that has to reach a stolen vehicle, a police officer can select an area towards which he supposes that this stolen vehicle will go, for historical reasons (neighborhood associated with vehicle theft) or geographical reasons (area where it is easier to move quickly).

[0177] The remote server 120 can then determine the assumed future position at which the ELI intervention vehicle will have joined the first vehicle 170 at the end of the potential duration EsDu; this future position is called the junction point. The route of the ELI intervention vehicle, and therefore the guidance scenario, can then be determined from the junction point.

[0178] In a step F370, the remote server 120 sends, via the telecommunications network 160, an intervention instruction message MII to each ELI intervention vehicle determined in step F360, the intervention instruction message MII being typically received at a step G370 by the second terminal 130 associated with the ELI intervention vehicle.

[0179] The intervention instruction message typically includes an intervention instruction, directing the intervention vehicle to join the first 170 vehicle so as to clear the way for it when the first 170 vehicle is in an emergency, or so as to stop the first 170 vehicle when the first 170 vehicle is in violation.

[0180] Furthermore, the intervention instruction message may include the guidance scenario or junction point determined in step F365. The intervention instruction message may also include an action instruction such as activating a flashing light or siren.

[0181] When the intervention instruction message includes the junction point, the junction point can be entered into the ELI intervention vehicle guidance means.

[0182] Since the first vehicle 170 is a moving destination and the trajectory of this first vehicle 170 can be modified at any time, steps F365 and F370 can be repeated once or several times, typically continuously or periodically, with a period of a few seconds (e.g., every 10 seconds).

[0183] In a step F375, the remote server 120 determines one or more so-called cooperating vehicles VCP from among the traffic lane elements 180 for which one or more identification elements EI, characterization ECA and / or contextual ECO have been sent in steps G320 and G325.

[0184] More specifically, for each ELI intervention vehicle determined in step F360, the remote server 120 estimates a geographical area called the second geographical area, associated with the ELI intervention vehicle based on the geolocation position of the ELI intervention vehicle.

[0185] A period of time can be associated with each second determined geographical area, and is typically determined based on the speed of the ELI intervening vehicle.

[0186] The second geographical area associated with the ELI intervention vehicle can also be determined based on the trajectory of the ELI intervention vehicle, determined from the guidance scenario, the second geographical area typically including the portion of the route followed by the ELI intervention vehicle during the associated time period.

[0187] The remote server 120 determines the vehicle(s) 180 likely to be positioned in the second geographical area associated with the ELI intervention vehicle during the associated time period, based on the EI identification element(s), ECA characterization and / or ECO contextual element(s) of these vehicles, these vehicles then becoming VCP cooperating vehicles.

[0188] In step F380, the remote server 120 sends, via the telecommunications network 160, a MICP cooperation instruction message to each VCP cooperating vehicle determined in step F375. Alternatively, the MICP cooperation instruction message(s) are made available to the associated VCP cooperating vehicles (collection server) by the remote server 120, the associated VCP cooperating vehicles being able, for example, to obtain the MICP cooperation instruction messages by means of their MSISDN number.

[0189] Each MICP cooperation instruction message sent to a VCP cooperating vehicle is typically received by the second terminal 130 associated with said VCP cooperating vehicle (step G380).

[0190] Each MICP cooperation instruction message sent to a VCP cooperating vehicle aims to facilitate the progression of the ELI responding vehicle towards the first vehicle 170.

[0191] Thus, each MICP cooperation instruction message can include an instruction to give way to a specific ELI intervention vehicle determined in step F360. The give way instruction can include an action instruction aimed at facilitating the progress of the ELI intervention vehicle towards the first vehicle 170, for example an action to be performed in order to give way, associated with the cooperating vehicle VCP recipient of the MICP cooperation instruction message, the action making it possible not to disrupt the advance of the ELI intervention vehicle, or at least to limit as much as possible any disruption to this advance.

[0192] The action to be performed is determined by remote server 120. Remote server 120 first determines, based on the contextual elements of the cooperating vehicle (VCP) and the responding vehicle (ELI), whether, during the time period associated with the second geographical zone in which the cooperating vehicle (VCP) may be located at the same time as the responding vehicle (ELI), the cooperating vehicle (VCP) is likely to travel in the same lane as the responding vehicle (ELI) or in a different lane. If the cooperating vehicle (VCP) is likely to travel in the same lane, it can be determined whether the cooperating vehicle (VCP) is likely to travel: on the same traffic lane as the ELI intervention vehicle or on another traffic lane, in the same direction of travel as the ELI intervention vehicle or in the opposite direction, in front of the ELI intervention vehicle or behind the ELI intervention vehicle, and / or at a speed lower than the speed of the ELI intervention vehicle, or at a higher speed.

[0193] If the cooperating vehicle VCP is likely to travel on a different traffic lane, it can be determined whether the cooperating vehicle VCP is approaching an intersection between its traffic lane and the traffic lane of the intervening vehicle ELI.

[0194] Characterizing elements relating to the VCP cooperating vehicle may also be considered, such as the category or subcategory.

[0195] The information gathered, hereafter referred to as the maneuver framework, then allows for the determination of one or more actions corresponding to the maneuver to be performed. This determination is typically carried out in accordance with step E430 described in French patent application FR 1 763 134 (the maneuver framework corresponding to the concept of event in this application).

[0196] Thus, a correspondence table can be consulted, the correspondence table typically comprising several maneuver frames, each maneuver frame being associated with one or more actions that can be carried out, predetermined so as to allow passage to the ELI intervention vehicle.

[0197] Each action can be a modification of a driving parameter, such as a change of trajectory or a change of speed (acceleration, deceleration, stop).

[0198] For example, a given cooperating vehicle (CV) may pull over to allow the responding vehicle (ELI) to pass, accelerate to a further section of the lane to allow the ELI to pass, or yield to the ELI at an intersection such as a roundabout or traffic light. In another example, where the CV is likely to be traveling in the same lane as the ELI and in front of it, the CV's action may be to alter its trajectory, typically moving to the right (in countries where vehicles drive on the right).In another example where the cooperating vehicle VCP is likely to be travelling on a different undercarriage than the responding vehicle ELI, in front of and in the opposite direction of the responding vehicle ELI, the action of the cooperating vehicle VCP may be to change its trajectory in order to typically move to the left (in countries where vehicles drive on the right).

[0199] Each action instruction can be associated with a start time for the action and / or an estimated duration. Indeed, this action must not be performed too early, as this would unnecessarily disrupt traffic, nor too late, as this would hinder the progress of the ELI intervention vehicle.

[0200] The start time of the action and / or the estimated duration are determined based on contextual elements of the cooperating vehicle (VCP) and / or the intervening vehicle (ELI). Speed, trajectory, and direction of travel may be considered, for example.

[0201] The starting time for the action is typically expressed as a GMT time, or as a remaining duration. Therefore, the starting time for the action is not necessarily immediate.

[0202] The level of autonomy of the cooperating vehicle (CV) can also be taken into account when determining each instruction. For example, when the CV is an autonomous vehicle of an appropriate level (e.g., level 4 or higher), it automatically applies the instruction. When the CV is not capable of receiving the cooperation instruction message (CIV), it disregards the instructions, and the responding vehicle (ELI) must therefore adjust its trajectory and speed accordingly.

[0203] In a G385 step, one or more cooperating vehicles (CVs) having received a cooperation instruction message (CIPM) (e.g., each cooperating vehicle (CV)) can perform the action of the instruction to let this message pass, at the indicated start time.

[0204] Steps F360, F365, F370, F375, F380 and possibly step G385 may be repeated, for example until the ELI intervention vehicle has joined the first vehicle 170.

[0205] In a step F390 that can be implemented concurrently with step F380, one or more traffic lane elements 180 capable of performing an action to facilitate the movement of the first vehicle 170 when the crisis state of the first vehicle 170 is an emergency, or to impede the movement of the first vehicle 170 when the crisis state of the first vehicle 170 is an offense, are determined by the remote server 120. Each element 180 is subsequently referred to as an ECL collaborating element. More specifically, each ECL collaborating element is searched among the traffic lane elements 180 for which one or more identification elements (EI), characterization elements (ECA), and / or contextual elements (ECO) were sent in steps G320 and G325.

[0206] Each ECL collaborating element is determined based on one or more contextual elements of said ECL collaborating element, such as its geolocation position, its predicted route, its speed, the traffic around its geolocation position, its predicted trajectory, etc., and based on the trajectory assumption of the first vehicle 170 selected in step F375.

[0207] Thus, when it is determined based on contextual elements that a traffic lane element 180 is likely to be positioned on the traffic lane of the first vehicle 170 and in front of that first vehicle 170, or to be positioned in front of the first vehicle 170 near that traffic lane (for example at an intersection), said element 180 is then determined to be an ECL collaborating element.

[0208] In step F395 the remote server 120 or the first terminal 110 sends, via the telecommunications network 160, a MICL collaboration instruction message to each ECL collaborating element determined in step F390.

[0209] Each MICL collaboration instruction message sent to an ECL collaborating element is typically received by the second terminal 130 associated with said ECL collaborating element (step G395).

[0210] Each MICL collaboration instruction message may include the first vehicle identification element 170, one or more characterization and / or contextual elements of the first vehicle 170, the information element concerning the type and / or subtype of crisis state, and / or the trajectory assumption selected at step F375.

[0211] Each instruction message may include an action instruction aimed at facilitating or hindering the progress of the first vehicle 170. Each action instruction may be associated with a start time for the action to be carried out and / or a predicted duration of the action.

[0212] When the crisis state of the first vehicle 170 is a state of violation, each action instruction may more specifically aim to establish or push for a change of route of the first vehicle 170, so as to slow down the progress of the first vehicle 170 and thus reduce the time required for the ELI intervention vehicle to reach the first vehicle 170.

[0213] When the ECL collaborating element is a collaborating vehicle, each action can be a modification of a driving parameter, such as a change of trajectory or a change of speed (typically slowing down or stopping). When the ECL collaborating element is a traffic light, the action can be a change of the light's color, typically changing to red.

[0214] Several action instructions can thus be sent to ECL collaborating elements in order to slow down traffic on certain traffic lanes, in order to push or force the first vehicle 170 to choose a traffic lane in accordance with the wishes of progression of the intervening vehicle ELI towards the first vehicle 170.

[0215] An instruction to slow down or stop can for example be sent to one or more ECL staff vehicles positioned in front of the first vehicle 170 and on the same traffic lane, with about fifteen vehicles being positioned between the first vehicle 170 and the ECL staff vehicles in order to limit the risk of retaliation from the occupants of the first vehicle 170.

[0216] A slowdown or stop instruction can also be sent to one or more ECL collaborator vehicles positioned in front of the first 170 vehicle and another traffic lane, in order to minimize the chances of the first 170 vehicle entering that other traffic lane.

[0217] An instruction to proceed through a red light can also be sent to a traffic light so that it turns red more quickly than expected.

[0218] An instruction message can also be sent to the first vehicle 170, so as to modify the guidance means of the first vehicle 170. For example, an instruction sent can modify the guidance means so that it signals a fictitious traffic jam on traffic lanes into which it is not desirable for the first vehicle 170 to enter, or so that it signals a fictitious one-way street.

[0219] The guidance system can then suggest an alternative route, for example, a dead end. Such a suggestion can also be included in the instruction message sent.

[0220] When the crisis state of the first vehicle 170 is an emergency state, each MICL collaboration instruction message may include an instruction to give way to the first vehicle 170. The give way instruction may include a sub-instruction of action to be performed in order to give way, associated with the collaborating element ECL, typically determined in the same way as the action determined in step F380.

[0221] Each action can thus be a modification of a driving parameter, such as a change of trajectory or a change of speed (acceleration, deceleration, stop).

[0222] In a G398 step, at least one ECL collaborating element that has received a MICL collaboration instruction message implements the instruction in that message, typically at the indicated start time.

[0223] Steps F390, F395 and possibly step G398 may be repeated, for example until the first vehicle 170 has reached the confirmed arrival point or until the first vehicle 170 has come to a stop.

[0224] Steps F310, F320, F325, F330, F332, F334, F340, F355, F360, F365, F370, F375, F380, F390, F395 are typically implemented by the remote server 120. Alternatively, one or more of these steps may be implemented by a second terminal 130 associated with a traffic lane element 180 and / or the first terminal 110 associated with the first vehicle 170.

Claims

1. Method (300) for managing a state of crisis of a first vehicle (170), comprising the following steps: - the management device (120, 130) estimating (F332) a geographical area (ZO) in which the first vehicle (170) is liable to be positioned during a given time period, and - the management device (120, 130) sending (F340) an alert message (MA) to at least one detection element (ED), said at least one detection element (ED) being positioned on a traffic lane, said at least one detection element (ED) being liable to be positioned in the first geographical area (ZO) during the given time period, the alert message (MA) comprising an element for identifying the first vehicle, enabling the first vehicle to be detected by said at least one detection element (ED), and - the management device (120, 130) receiving (F355), from said at least one detection element (ED), a location message (ML) concerning the location of the first vehicle (170), comprising at least one trajectory hypothesis and / or at least one future position hypothesis of the first vehicle (170).

2. Management method (300) according to Claim 1, wherein the geographical area is estimated on the basis of said received at least one trajectory hypothesis and / or at least one future position hypothesis of the first vehicle.

3. Management method (300) according to Claim 1 or 2, wherein the duration of the time period is determined on the basis of at least one element from among the following elements: - a potential speed of movement of the first vehicle (170), - a number of alternative potential traffic lanes per unit area in an area around the first vehicle (170), - estimated traffic on the trajectory of the first vehicle (170).

4. Management method (300) according to any one of Claims 1 to 3, furthermore comprising the following steps: - the management device (120, 130) determining (F360) an intervening vehicle (ELI) on the basis of said at least one trajectory hypothesis and / or at least one future position hypothesis, the intervening vehicle (ELI) being a vehicle for which the estimation of a potential duration (EsDu) required by said vehicle to reach the first vehicle (170) is minimal, and - the management device (120, 130) sending (F370), to a terminal (130) associated with the intervening vehicle (ELI), an intervention instruction message (MII) comprising an intervention instruction.

5. Management method (300) according to Claim 4, wherein the intervention instruction message (MII) furthermore comprises a guidance scenario (SG) for guiding the intervening vehicle (ELI) to the first vehicle (170), said guidance scenario (SG) comprising guidance instructions.

6. Management method (300) according to Claim 4 or 5, furthermore comprising the following steps: - the management device (120, 130) estimating a second geographical area associated with said intervening vehicle (ELI), on the basis of a geolocation position of the intervening vehicle (ELI), - the management device (120, 130) determining (F375) at least one cooperating vehicle (VCP) liable to be positioned in said second geographical area, - the management device (120, 130) sending (F380), to a terminal (130) associated with said at least one cooperating vehicle (VCP), a cooperation instruction message (MICP) comprising an action instruction aimed at facilitating the progress of the intervening vehicle (ELI) to the first vehicle (170).

7. Management method (300) according to any one of Claims 4 to 6, furthermore comprising the following steps: - the management device (120, 130) determining (F390) at least one collaborating element (ECL) liable to be positioned in front of the first vehicle (170), on the basis of said at least one trajectory hypothesis and / or at least one future position hypothesis, - the management device (120, 130) sending (F395), to a terminal (130) associated with said at least one collaborating element (ECL), a collaboration instruction message (MICL) comprising an action instruction aimed at facilitating or impeding the progress of the first vehicle (170), so as to reduce the duration (EsDu) required by the intervening vehicle (ELI) to reach the first vehicle (170).

8. Management method (300) according to Claim 6 or 7, wherein: - the action instruction is associated with a start time of the action and / or a provisional duration of the action, and - the action instruction relates to the modification of a driving parameter.

9. Management device (120, 130) for managing a state of crisis of a first vehicle (170), comprising: - an estimation module capable of estimating a geographical area (ZO) in which the first vehicle (170) is liable to be positioned during a given time period, - a sending module capable of sending an alert message (MA) to at least one detection element (ED) positioned on a traffic lane, said at least one detection element (ED) being liable to be positioned in the first geographical area (ZO) during the given time period, the alert message (MA) comprising an element for identifying the first vehicle, enabling the first vehicle to be detected by the detection element (ED), and - a reception module (F355) capable of receiving a location message (ML) concerning the location of the first vehicle (170), comprising at least one trajectory hypothesis and / or at least one future position hypothesis of the first vehicle (170), said location message (ML) being sent from said at least one detection element (ED).

10. Computer program (P1) comprising instructions for executing the steps of the management method according to any one of Claims 1 to 8 when said program is executed by a computer.

11. Computer-readable recording medium on which there is recorded a computer program (P1) comprising instructions for executing the steps of the management method according to any one of Claims 1 to 8.