Method and device for managing a stop of an autonomous vehicle travelling on a traffic lane.

Abstract

The invention relates to a method and device for managing the stopping of an autonomous vehicle traveling on a traffic lane, said traffic lane comprising a traffic light and a traffic sign, said traffic light and said traffic sign being downstream of said vehicle and at the same intersection. Said method receives a signal (201) indicating that the traffic light is in a state requiring the vehicle to stop at the light, a distance (202) between said vehicle and said traffic light, a distance (203) between said vehicle and said traffic sign, a distance (205), referred to as the line distance, between said vehicle and a stop line of said traffic light or said traffic sign, and then determines (206, 207, 208, 209) a stopping distance as a function of said line distance and said traffic light distance. Figure 2

Description

Title of the invention: Method and device for managing a stop of an autonomous vehicle traveling on a traffic lane.

[0001] The invention is in the field of autonomous vehicle driving assistance systems. In particular, the invention relates to a method and a device for managing a stop of an autonomous vehicle traveling on a traffic lane, said traffic lane comprising a traffic light and a traffic sign, said traffic light and said traffic sign being downstream of said vehicle and at the same intersection.

[0002] The term "vehicle" means any type of vehicle such as a motor vehicle, a moped, a motorcycle, a storage robot in a warehouse, etc. The term "autonomous driving" of an "autonomous vehicle" means any method capable of assisting the driving of the vehicle. The method may thus consist of partially or totally steering the vehicle or providing any type of assistance to a natural person driving the vehicle. The method thus covers all autonomous driving, from level 0 to level 5 in the OICA scale, for International Organization of Motor Vehicle Manufacturers.

[0003] The term "downstream" or "upstream" of the vehicle traveling on a traffic lane means what is in front of or behind the vehicle traveling in the direction of traffic.

[0004] Upstream of an object is understood to mean the space between the object and the vehicle, the vehicle traveling on a traffic lane in the direction of traffic. Downstream of an object is understood to mean the space located after the object in the direction of traffic of the vehicle.

[0005] The term "traffic light" or "light" means all traffic lights installed and used permanently or temporarily on roads to regulate the movement of vehicles. By way of non-limiting example, traffic lights are intersection light signals, flow control or individual control lights and stop signals modifying normal traffic rules, commonly called traffic lights or stop signals. A traffic light indicating a stop is a traffic light whose color and / or flashing frequency requires by regulation to mark the stopping of the vehicle.

[0006] The term "traffic sign" or "sign" means all signs indicating an intersection and regulating traffic. By way of non-limiting example, a traffic sign is a "priority to the right", "punctual priority", "give way", "STOP", "roundabout", etc.

[0007] The term "road marking", or marking, means all the lines, transverse to the traffic lane, continuous or discontinuous, on the roadway which are intended to indicate unambiguously the conduct that users must observe. The term "effect line" means a marking associated with a traffic light or a traffic sign, indicating the place where the traffic rule of the traffic light or the traffic sign applies. By way of non-limiting example, the markings are effect lines of traffic lights, effect lines of traffic signs, ...

[0008] For example, an effect line of a STOP sign is a continuous transverse line extending over the entire width of the lanes assigned to the circulation of vehicles which must mark the stop imposed by the STOP sign. This line is not necessarily the extension of the edges of the priority roadway. It must be located in such a way that stopped vehicles have the best possible visibility of the traffic on the priority roadway, without hindering the latter in any way. This line must therefore be placed on the traffic lane a few meters upstream or downstream, in the direction of traffic, of the STOP sign.

[0009] For example, a traffic light effect line is a transverse line that extends only over the lanes assigned to the circulation of vehicles to which the traffic light signals are addressed. It is often drawn when vehicles must stop upstream of the signals or upstream of a pedestrian crossing or a bicycle lock if they exist.

[0010] The term "distance" means a longitudinal distance, in the direction of a traffic lane on which the autonomous vehicle is traveling, between a reference point of said autonomous vehicle and a reference point of a detected object. By way of non-limiting example, a detected object is a traffic light, a traffic sign, a road marking, or any other object, detected and recognized by an on-board sensor of said vehicle or a sensor located outside of said vehicle. By way of non-limiting example, a reference point of the vehicle is a point located at the center of gravity of the vehicle, in the middle of a front or rear axle, a vertical projection, or other, of one of the aforementioned points on the ground, on a horizontal plane or other.By way of non-limiting example, a reference point of the detected object is a point located at the center of gravity of said object, a point of said object closest to said vehicle, a vertical, or substantially vertical, projection of one of the aforementioned points on the ground, on a horizontal or other plane.

[0011] The methods capable of assisting the driving of the vehicle are also called AD AS (from the English acronym "Advanced Driver Assistance Systems"), AD AS systems or driving assistance systems. Among the AD AS systems, known are systems capable of stopping a vehicle at a traffic light or a traffic sign in the absence of a line of effect. Also known are systems capable of to stop a vehicle at the line of effect of a traffic light or traffic sign.

[0012] However, when traffic signs are placed at an intersection equipped with traffic lights, the situation becomes ambiguous. In particular, this is the case when a line of effect of a traffic light is placed several meters upstream of the light, and / or when a line of effect of a traffic sign is placed several meters upstream or downstream of the sign. For example, for the same intersection, a vehicle could stop at the line of effect of a light several meters upstream of the light (for example before a pedestrian crossing, before a cyclist lock), then stop again a few meters downstream, at the line of effect of a traffic sign.In another example, in the case where there is only one line of effect for an intersection in the presence of a traffic light and a traffic sign, it is also ambiguous to know where to stop (at the light, at the sign, at the line of effect, at the line of effect if the light is off, ...).

[0013] An object of the present invention is to remedy the aforementioned problem, in particular to propose management of the stopping of an autonomous vehicle at an intersection equipped with a traffic light and a traffic sign, in the presence or absence of an effect line.

[0014] To this end, a first aspect of the invention relates to a method for managing a stop of an autonomous vehicle traveling on a traffic lane, said traffic lane comprising a traffic light and a traffic sign, said traffic light and said traffic sign being downstream of said vehicle and at the same intersection, said method comprising the steps of: • receipt of a signal indicating that the traffic light is in a state requiring the vehicle to stop at the light; • reception of a first distance, called the traffic light distance, between said vehicle and said traffic light; • reception of a second distance, called panel distance, between said vehicle and said traffic sign; • when said traffic light distance is less than or equal to said sign distance, reception of a third distance, called line distance, said line distance being a distance between said vehicle and an effect line of said traffic light or said traffic sign, in the event of a plurality of effect lines, said line distance is that determined using said effect line closest to said vehicle; • then determining a stopping distance as a function of said line distance and said light distance, said stopping distance being transmitted to a control member of said vehicle in order to stop the vehicle at said stopping distance,

[0015] said receptions being received by an input interface of a device, according to a second aspect of the invention, of said autonomous vehicle.

[0016] Thus, in the case of a plurality of different road signs concerning the same intersection and the same traffic lane, the method makes the behavior of the vehicle safe and acceptable, for the passengers of the vehicle, and close to the driving of a human. The method makes it possible to take into account the presence or absence of a line of effect of the traffic light, and / or the presence or absence of a line of effect of the traffic sign. It is then possible to avoid exceeding the line of effect and stopping at the light, when the line of effect is upstream of the light, and to stop upstream of the line of effect by stopping at the traffic sign, when the line of effect is downstream of the sign.

[0017] Thus, the autonomous vehicle will stop in a deterministic and repetitive manner in the same situation (presence or absence of a light, a sign, an effect line, etc.).

[0018] In addition, the method is capable of taking into account the difficulty of recognizing ground markings which are not or very little visible, or which are too far away (generally more than 10 meters).

[0019] Advantageously, when the difference, in absolute value, between said fire distance and said line distance is less than a predetermined threshold, called the near threshold: • if said line distance is less than the difference between said fire distance and a predetermined distance, called calibration distance, said stopping distance is equal to said line distance; • otherwise said stopping distance is equal to the difference between said fire distance and said calibration distance.

[0020] Thus, the autonomous vehicle always stops upstream of the traffic light. If the line of effect is close to and upstream of the traffic light, the autonomous vehicle stops at the line of effect of the traffic light. Otherwise, the autonomous vehicle stops upstream of the light at a predetermined calibration distance.

[0021] Advantageously, when the difference, in absolute value, between said fire distance and said line distance is greater than or equal to said near threshold, said stopping distance is equal to the difference between said fire distance and said calibration distance.

[0022] Thus, the autonomous vehicle stops upstream of the light at a predetermined calibration distance, the detected line is considered not to be an effect line associated with the light because it is too far from the light and / or the sign.

[0023] Advantageously, when said fire distance is greater than the panel distance, the method further comprises: • a step of receiving a fourth distance, called other line distance, said other line distance is a distance between said vehicle and an effect line of said traffic light or said traffic sign, in the case of a plurality of effect lines, said other line distance is that determined using the effect line closest to said vehicle, and • a step of determining a stopping distance as a function of said other line distance and said panel distance.

[0024] Thus, we take into account the case where the sign is upstream of the light. The sign is closer to the vehicle than the light. We can then manage the behavior of the vehicle and determine its stopping either relatively to the sign or relatively to the line of effect of the sign or the light.

[0025] Advantageously, when the difference, in absolute value, between said panel distance and said other line distance is less than another predetermined threshold, called other close threshold, said stopping distance is equal to said other line distance;

[0026] otherwise said stopping distance is equal to the difference between the panel distance and the calibration distance.

[0027] Advantageously, the calibration distance has a value between 0 and 5 meters.

[0028] Advantageously, the method comprises a step of receiving a value representative of a driving style, such as sporty or normal, called driving style value, and in which the calibration distance is a function of the driving style value.

[0029] Thus, the stopping distance from the traffic light or sign depends on a driving style. For example, for a sporty driving style or in heavy traffic, the vehicle will stop very close to the traffic light either to restart first or to limit the spaces between cars. For example, for a normal driving style, the vehicle will stop at a respectable distance, for example 1.5 meters, upstream of the traffic light.

[0030] A second aspect of the invention relates to a device comprising a memory associated with at least one processor configured to implement the method according to the first aspect of the invention.

[0031] The invention also relates to a vehicle comprising the device.

[0032] The invention also relates to a computer program comprising instructions which, when the program is executed by the device according to the second aspect of the invention, lead the latter to implement the method according to the first aspect of the invention.

[0033] Other characteristics and advantages of the invention will emerge from the description of the non-limiting embodiments of the invention below, with reference to the appended figures, in which:

[0034] [Fig-1] schematically illustrates a device, according to a particular example of embodiment of the present invention.

[0035] [Fig.2] schematically illustrates a method for managing a vehicle stop autonomous vehicle traveling on a traffic lane, according to a particular embodiment of the present invention.

[0036] The invention is described below in its non-limiting application to the case of an autonomous motor vehicle traveling on a road or on a traffic lane. Other applications such as a robot in a storage warehouse or a motorcycle on a country road are also conceivable.

[0037] [Fig. 1] represents an example of a device 101 included in the vehicle, in a network (“cloud”) or in a server. This device 101 can be used as a centralized device in charge of at least certain steps of the method described below with reference to [Fig. 2]. In one embodiment, it corresponds to an autonomous driving computer.

[0038] In the present invention, the device 101 is included in the vehicle.

[0039] This device 101 can take the form of a box comprising circuits printed, from any type of computer or even from a mobile phone (“smartphone”).

[0040] The device 101 comprises a random access memory 102 for storing instructions for the implementation by a processor 103 of at least one step of the method as described above. The device also comprises a mass memory 104 for storing data intended to be retained after the implementation of the method.

[0041] The device 101 may further comprise a digital signal processor (DSP) 105. This DSP 105 receives data to format, demodulate and amplify, in a manner known per se, this data.

[0042] The device 101 also comprises an input interface 106 for receiving the data implemented by the method according to the invention and an output interface 107 for transmitting the data implemented by the method according to the invention.

[0043] For example, the input interface 106 can receive the following data: position or geographical location of the vehicle, speed and / or acceleration of the vehicle, set or predetermined positions / speeds / accelerations, engine speed, position and / or travel of the clutch, brake and / or acceleration pedal, detection of other vehicles or objects, position or geographical location of the other vehicles or objects detected, speed and / or acceleration of the other vehicles or objects detected, states or meaning of the detected objects, operating states of sensors, confidence index of data originating from or processed by sensors. By sensor is meant devices capable of detecting or measuring physical phenomena, but also devices similar to the device 101. For example, the sensors capable of providing data are: GPS associated or not with mapping, odometers, tachometers, accelerometers, RADAR, LIDAR, lasers, ultrasound, camera ... These sensors are capable of providing additional information using post-processing of the data or information that they possess or receive from other sensors. These sensors are embedded in the vehicle and / or removed from the vehicle. In the case of sensors embedded in the vehicle, these sensors transmit information to the device 101 via wired or wireless communication (for example by electromagnetic waves, by photons, ...).In the case of sensors dismounted from the vehicle, these sensors transmit information to the device 101 via wireless communication (for example by electromagnetic waves, by radio frequencies, by photons, etc.) or via another on-board sensor.

[0044] For example, the output interface may transmit information to a vehicle control device, such as the engine(s), brakes, steering, suspension, etc., to another device similar to the device 101, or to an AD AS system capable of controlling the vehicle. Control may include the ability to control or regulate a position, speed and / or acceleration of the vehicle.

[0045] [Fig.2] schematically illustrates a method for managing a stop of an autonomous vehicle traveling on a traffic lane, according to a particular exemplary embodiment of the present invention.

[0046] In the steps described below, we are in an example where the vehicle is traveling on a traffic lane and is approaching an intersection.

[0047] Step 201, FR, is a step of receiving a signal indicating that the traffic light is in a state requiring the vehicle to stop at the light. At this intersection a traffic light is present. Sensors, for example, using processing of images acquired by a camera, detect the presence of this light, locate it and are able to interpret the state in which the light is. For example, the light may be off, and there is no obligation to stop. In another example, the light is in a state in which the vehicle must stop in accordance with traffic rules, for example a red light on for a traffic light.

[0048] In the absence of reception of a signal indicating that the traffic light is in a state requiring the vehicle to stop at the light, step 203 is carried out, then step 210 is carried out if a traffic sign is detected.

[0049] Step 202, DistF, is a step of receiving a first distance, called the traffic light distance, between said vehicle and said traffic light. For example, the sensors were able to determine the distance separating the vehicle from the traffic light, and to transmit the traffic light distance to the device 101, otherwise we no longer find ourselves in an ambiguous situation with a double signaling, traffic light and sign, at the same intersection for the same direction of travel.

[0050] Step 203, DistP, is a step of receiving a second distance, called panel distance, between said vehicle and said traffic sign. For example, the sensors were able to detect the presence of a traffic sign, to determine the distance separating the vehicle from the sign, and to transmit the panel distance to the device 101.

[0051] If no traffic sign is detected, we move on to step 210.

[0052] Step 204, DistF <DistP?, est une étape de test de comparaison entre la distance feu et la distance panneau. Lorsque ladite distance feu est inférieure ou égale à ladite distance panneau, on passe à l’étape 205. Cela signifie que le feu de signalisation est plus proche du véhicule que le panneau de signalisation. Lorsque ladite distance feu est supérieure à la distance panneau, on passe à l’étape 210.

[0053] In another embodiment, we also move to step 205 when the fire distance is close to the panel distance, and to step 210 if the distances are not close. In this case, by close we mean a difference, in absolute value, in distance between 0 and 1 meter, or more for example.

[0054] Step 205, DistL, is a step of receiving a third distance, called line distance, said line distance being a distance between said vehicle and an effect line of said traffic light or said traffic sign, in the case of a plurality of effect lines, said line distance is that determined using said effect line closest to said vehicle.

[0055] For example, the sensors were able to detect road markings, determine that a marking is an effect line of a traffic light or a traffic sign, determine the distance separating the vehicle from the line, and transmit the line distance to the device 101.

[0056] In the case of a plurality of effect lines, for example, the method can be restarted when the closest effect line previously detected is no longer visible, when the closest effect line is far away from the fire distance, by far away is meant in this case more than 3 to 5 meters for example.

[0057] Having reached this step, it is possible to determine a stopping distance as a function of said line distance. The stopping distance having been determined, the method transmits this distance to a control member of said vehicle in order to stop the vehicle at said stopping distance.

[0058] Steps 206 to 209 describe an example of the determination of a stopping distance as a function of said line distance and said light distance.

[0059] Step 206, IDistF-DistLI <Sp, est une étape de test sur la différence, en valeur absolue, entre ladite distance feu et ladite distance ligne. Si cette différence est less than a predetermined threshold, called the near threshold, then we go to step 207, otherwise we go to step 209. For example, the near threshold is a configurable distance ranging from 1 to 10 meters, in particular between 3 and 8 meters, preferably around 5 meters.

[0060] Step 207, DistL <DistF - Sc ?, est une étape de test pour vérifier si ladite distance ligne est inférieure à la différence entre ladite distance feu et une distance prédéterminée, dite distance de calibration. Ladite distance de calibration a pour valeur une valeur comprise en 0 et 5 mètres, mais elle peut être plus élevée. De préférence, ladite distance de calibration est comprise entre 0 et 2 mètres.

[0061] Advantageously, the method further comprises a step of receiving a value representative of a driving style, such as sporty or normal, called the driving style value, and in which the calibration distance is a function of the driving style value. For example, in the case of a so-called sporty driving style or in the case of a traffic jam type driving style, said calibration distance is close to 0 meters. Thus, after stopping the vehicle, when the traffic light no longer requires the vehicle to stop, the vehicle will be one of the first to leave. Also, this makes it possible to limit the distances between stopped vehicles in order, for example, to allow the least space to be occupied on the traffic lane and free up space for other vehicles or to avoid blocking a previous intersection because of an uninterrupted line of vehicles stopped at the traffic light.

[0062] For example, in case of normal or cautious driving style, the calibration distance will be equal to 2 meters, other values ​​are possible.

[0063] If said line distance is less than the difference between said fire distance and said calibration distance, then we move on to step 208, otherwise we move on to step 209.

[0064]

[0065] Step 208, STP(DistL), is a step where said stopping distance is determined as equal to said line distance, then said stopping distance is transmitted to a control member of said vehicle in order to stop the vehicle at said stopping distance thus determined.

[0066] This amounts to a situation where the line of effect is a line of effect of said traffic light, and this line of effect is upstream of said traffic light. It is therefore necessary to stop on the stop line of the light. Indeed, the line of effect of the light upstream of the light provides a certain safety distance from a pedestrian crossing or from a cycle lock.

[0067] Step 209, STP(DistF-Sc), is a step where said stopping distance is determined as equal to the difference between said fire distance and said calibration distance, then said stopping distance is transmitted to a control member of said vehicle in order to stop the vehicle at said stopping distance thus determined.

[0068] This amounts to two alternative situations. The first situation is where the line of effect is a line of effect of said traffic light. This line is close to the light, at a close threshold distance. In this case, it is therefore necessary to stop before the light without exceeding the line of effect. This is why the calibration distance is taken into account, this distance being taken into account jointly in steps 207 and 209. The second situation is where the line of effect is either a line of effect of the traffic sign, the line of effect being downstream of the light, or a line of effect of the traffic light, the line of effect then being upstream of the light. In this case, one stops well before the light without exceeding it. In both situations, stopping upstream of the light is correctly achieved.

[0069] Step 210, DistL', is a step of receiving a fourth distance, called other line distance, said other line distance is a distance between said vehicle and an effect line of said traffic light or said traffic sign, in the case of a plurality of effect lines, said other line distance is that determined using the effect line closest to said vehicle

[0070] For example, the sensors were able to detect road markings, determine that a marking is an effect line of a traffic light or a traffic sign, determine the distance separating the vehicle from the line, and transmit the line distance to the device 101.

[0071] In the case of a plurality of effect lines, for example, the method can be restarted when the closest effect line previously detected is no longer visible, when the closest effect line is far away from the fire distance, by far away in this case being meant more than 3 to 5 meters for example.

[0072] Having reached this step, it is possible to determine a stopping distance as a function of said other line distance and said panel distance. Once the stopping distance has been determined, the method transmits this distance to a control unit of said vehicle in order to stop the vehicle at said stopping distance.

[0073] Steps 211 to 213 describe an example of the determination of a stopping distance as a function of said other line distance and said panel distance.

[0074] We arrive at step 211, when the panel is closer to the vehicle than the light. Step 211, IDistP-DistL'kSp, is a test step on the difference, in absolute value, between said panel distance and said other line distance. If this difference is less than a predetermined threshold, called the near threshold, then we go to step 212, otherwise we go to step 213. For example, the near threshold is a configurable distance ranging from 1 to 10 meters, in particular between 3 and 8 meters, preferably approximately 5 meters. In one embodiment, the near threshold of step 211 may be different from the near threshold of step 206.

[0075] Step 212, STP(DistL'), is a step where said stopping distance is determined as equal to said other line distance, then said stopping distance is transmitted to a control member of said vehicle in order to stop the vehicle at said stopping distance thus determined.

[0076] This amounts to a situation where the line of effect is a line of effect of said traffic sign, and this line of effect is upstream or downstream of said traffic sign. It is therefore necessary to stop on the stop line of the sign.

[0077] Step 213, STP(DistP-Sc), is a step where said stopping distance is determined as equal to the difference between the panel distance and the calibration distance, then said stopping distance is transmitted to a control member of said vehicle in order to stop the vehicle at said stopping distance thus determined.

[0078] This amounts to two alternative situations. The first situation is where the line of effect is a line of effect of said traffic sign. This line is close to the sign, at a close threshold distance, upstream or downstream of the sign. In this case, it is therefore necessary to stop at the line of effect. The second situation is where the line of effect is not close to the sign and the line of effect is downstream of the traffic sign. The sign being in front of the traffic light, following the test of step 204, the signage of the sign must be respected, preferably at a calibration distance. In both situations, stopping at the sign is correctly achieved.

[0079] The present invention is not limited to the embodiments described above as examples; it extends to other variants.

[0080] Indeed, a succession of steps is described. Certain steps, such as reception steps, can be reversed, processed in parallel, or processed in another direction.

[0081] Also, tests by comparison or with respect to thresholds are described. In a variant, these comparisons can be less strict or adapted by taking a neighboring threshold, or take into account a hysteresis effect.

Claims

1. Claims Method for managing a stop of an autonomous vehicle traveling on a traffic lane, said traffic lane comprising a traffic light and a traffic sign, said traffic light and said traffic sign being downstream of said vehicle and at the same intersection, said method comprising the steps of: • receiving (201) a signal indicating that the traffic light is in a state requiring the vehicle to stop at the light; • reception (202) of a first distance, called the traffic light distance, between said vehicle and said signal light; • reception (203) of a second distance, called panel distance, between said vehicle and said traffic panel; • when (204) said traffic light distance is less than or equal to said panel distance, reception (205) of a third distance, called line distance, said line distance being a distance between said vehicle and an effect line of said traffic light or said traffic sign, in the case of a plurality of effect lines, said line distance is that determined using said effect line closest to said vehicle; • then determination (206, 207, 208, 209) of a stopping distance as a function of said line distance and said fire distance in which, when (206) the difference, in absolute value, between said fire distance and said line distance is less than a predetermined threshold, called the near threshold: • if (207, 208) said line distance is less than the difference between said fire distance and a predetermined distance, called calibration distance, said stopping distance is equal to said line distance; • otherwise (207, 209) said stopping distance is equal to the difference between said fire distance and said calibration distance, said stopping distance being transmitted to a control unit of said vehicle in order to stop the vehicle at said stopping distance, said receptions being received by an input interface (106) of a device (101) of said autonomous vehicle.

2. The method of claim 1, wherein, when (206, 209) the difference, in absolute value, between said fire distance and said line distance is greater than or equal to said near threshold, said stopping distance is equal to the difference between said fire distance and said calibration distance.

3. Method according to claim 1 or claim 2, wherein, when (204) said traffic light distance is greater than the sign distance, the method further comprises: • a step of receiving (210) a fourth distance, called other line distance, said other line distance is a distance between said vehicle and an effect line of said traffic light or said sign, in the case of a plurality of effect lines, said other line distance is that determined using the effect line closest to said vehicle, and • a step of determining (211, 212, 213) a stopping distance as a function of said other line distance and said sign distance.

4. Method according to the preceding claim, in which, when (211, 212) the difference, in absolute value, between said panel distance and said other line distance is less than another predetermined threshold, called other close threshold, said stopping distance is equal to said other line distance; otherwise (211, 213) said stopping distance is equal to the difference between the panel distance and the calibration distance.

5. Method according to one of the preceding claims, in which the calibration distance has a value between 0 and 5 meters.

6. Method according to the preceding claim, in which the method comprises a step of receiving a value representative of a

7.

8.

9. driving style, such as sporty or normal, called the driving style value, and in which the calibration distance is a function of the driving style value. Device (101) comprising a memory (102) associated with at least one processor (103) configured to implement the method according to one of the preceding claims. Vehicle comprising the device according to the preceding claim. Computer program comprising instructions which, when the program is executed by the device (101), cause the latter to implement the method according to one of claims 1 to 6.

Images