A method for managing the driving of motor vehicles implementing inter-vehicle communication in the context of a hazardous event

Abstract

Title: Method for managing the driving of motor vehicles implementing inter-vehicle communication in the event of a hazardous occurrence. Method and system for managing the driving of motor vehicles in hazardous occurrence situations, particularly slippery road conditions, comprising a transmission phase of an inter-vehicle communication followed by a reception phase of said communication, the method including the detection of the activation of an anti-lock braking system or an anti-slip system and the determination of the actual starting position of the hazardous occurrence. No figure for the abstract.

Description

Title of the invention: Method for managing the driving of motor vehicles implementing inter-vehicle communication in the context of a hazardous event

[0001] The invention relates to a method for managing the driving of motor vehicles during a hazardous event, said method implementing inter-vehicle communication. The invention also relates to a management system capable of implementing such a method. The invention further relates to a vehicle equipped with such a system.

[0002] In the automotive sector, technologies designed to ensure driver safety based on communication between a vehicle and its environment, particularly with neighboring vehicles or elements of the road infrastructure, are increasingly used. Typically, a driver assistance system, or advanced driver assistance system (ADAS), installed in the vehicle is capable of alerting the driver to an impending dangerous event, maneuvering the vehicle as needed in response to such an event, and informing neighboring vehicles of the situation related to said event. Examples, but not limited to, the events concerned may relate to traffic jams, risky braking, emergency vehicles, slippery roads, or snow-covered roads.

[0003] In the case of vehicle-to-vehicle (V2V) communication technology, the ego vehicle is connected using onboard smart terminals to form, with other vehicles present in the road infrastructure, an ad hoc wireless communication network capable of implementing mutual communication between user equipment. The ego vehicle can thus send or receive an alert message relating to dangerous events present in the road infrastructure in order to improve road traffic efficiency and ensure user safety.

[0004] The conditions for triggering inter-vehicle communication protocols for data relating to an event in the road infrastructure are governed by specific rules and standards, defined in particular by the C2C Communication Consortium. These include, for example, the duration for which a vehicle pedal, in particular a brake pedal, is depressed, and the detection of the degree to which said pedal is depressed.

[0005] It has been observed that the position data delimiting the risk zones in the case of events concerning slippery roadways, resulting from rain, of Snow or ice warnings could be inaccurate. This problem stems from the variability in drivers' reactions to such events. It has been observed that in cases of abnormal behavior, particularly agitation or panic, drivers may keep their foot pressed down on the brake pedal. The pedal remains depressed at a depth that does not meet the conditions necessary for triggering vehicle-to-vehicle communication protocols, which tends to delay their activation and can result in the transmission of erroneous position data indicating the beginning of a hazard zone to other vehicles on the road.

[0006] The present invention falls within this context and aims to propose a method for managing the driving of motor vehicles that optimizes the accuracy of data relating to a dangerous event transmitted to other vehicles in the road infrastructure via conventional inter-vehicle communication protocols in order to ensure the safety of users.

[0007] The invention relates to a method for managing the driving of motor vehicles in hazardous situations, particularly on slippery roads, comprising a phase of transmission of an inter-vehicle communication relating to a hazardous event by a primary vehicle and then a phase of reception of said communication by a secondary vehicle, the transmission phase comprising: - the detection of an activation of an anti-lock braking system or an anti-slip system of the primary vehicle by pressing a brake pedal of said vehicle; - the detection of the triggering of inter-vehicle communication initiated by the fulfillment of at least one predefined triggering condition in the primary vehicle and the determination of a first position at which inter-vehicle communication is initiated; - determining the actual starting position of the hazardous event based on the first position; - the transmission, via a communication module, of data relating to the hazardous event, including at least the actual position.

[0008] In particular, the inter-vehicle transmission reception phase includes: - the reception, by the secondary vehicle, of data relating to the dangerous event, including at least the actual position; - alerting the driver of said distant dangerous event and / or executing autonomous braking when it is detected that the secondary vehicle is not at a speed appropriate to the dangerous event when traveling at a distance less than or equal to a defined safety threshold from the actual position.

[0009] According to an example of implementation, determining an actual starting position of the hazardous event includes estimating an intermediate distance traveled by the primary vehicle between the activation of the anti-lock braking system or the traction control system and the initiation of inter-vehicle communication.

[0010] Optionally, the estimation of the intermediate distance traveled by the primary vehicle is carried out via: - a wheel sensor configured to measure the number and / or degree of rotation of at least one wheel of the primary vehicle; and / or - of an image capture means, capable of detecting demarcation lines of at least one lane of a road travelled by the primary vehicle.

[0011] Optionally, the determination of an actual starting position of the hazardous event is carried out by means of at least one means of locating the primary vehicle in the road infrastructure and / or by means of a mapping tool.

[0012] Alternatively or additionally, the determination of an actual starting position of the hazardous event is carried out by means of a plurality of measuring means, the method comprising, a step of determining and comparing the actual starting positions of the hazardous event estimated by means of each of the different measuring means and a step of adjusting or selecting the actual position when said actual positions differ.

[0013] Optionally, the method further includes recording the estimated intermediate distance and learning the driver's behavior based on said distance.

[0014] According to an example of execution, the determination of the actual starting position of the hazardous event is performed only when the intermediate distance is non-zero.

[0015] Optionally, the warning message is an audible and / or visual and / or haptic message to a driver of the vehicle communicated via a warning module from a defined distance relative to the corrected starting position.

[0016] The invention also extends to a system for managing the driving of motor vehicles in dangerous event situations, in particular slippery road conditions, including inter-vehicle communication, the system comprising hardware and / or software elements implementing the method according to the invention, the hardware elements comprising at least one data processing unit, a communication module and a measurement means.

[0017] The invention further relates to a motor vehicle equipped with a management system according to the invention.

[0018] The invention can also be extended to a computer program product comprising program code instructions recorded on a medium computer-readable to implement the steps of the process according to the invention when said program is running on a computer. In other words, the invention can be extended to a computer program product downloadable from a communication network and / or stored on a data medium readable by a computer and / or executable by a computer, comprising instructions which, when the program is executed by the computer, cause the computer to implement the process according to the invention.

[0019] The present invention further relates to a computer-readable data recording medium on which is recorded a computer program comprising program code instructions for implementing the method according to the invention, or to a computer-readable recording medium comprising instructions which, when executed by a computer, lead the computer to implement the method as described above.

[0020] Finally, the invention can be extended to a signal from a data carrier, carrying the computer program product according to the invention.

[0021] Other details, features and advantages will become clearer upon reading the detailed description given below, by way of example and not limitation, in relation to the various embodiments illustrated in the following figures:

[0022] Fig. 1 is a schematic view of an embodiment of a vehicle equipped with a vehicle driving management system according to the invention.

[0023] Figure 2 is a general flowchart of an example of the execution of a process of Driving management.

[0024] Figure 3 is a schematic representation of the movement of a primary vehicle in the road infrastructure during a phase of transmission of inter-vehicle communication.

[0025] Figure 4 is a schematic representation of the movement of a vehicle secondary in road infrastructure during a phase of receiving inter-vehicle communication.

[0026] The [Fig.5] is an example of an alternative embodiment of the process.

[0027] The [Fig.6] is an example of an alternative embodiment of the process.

[0028] Figure 1 schematically illustrates an embodiment of a vehicle 1 equipped with a vehicle management system 2 for managing driving in hazardous situations or, alternatively, equipped with a driver assistance system including such a management system 2. A "hazardous event" is defined as an event likely to present risks to the driver within the road infrastructure. In particular, a hazardous event relates to a road or pavement that is slippery due to rain, ice, or snow.

[0029] Throughout the following description, a primary vehicle 1a, capable of implementing an emission phase 1e of an inter-vehicle transmission or communication of a method according to the invention, will be distinguished from a secondary vehicle 1b, capable of implementing a reception phase 2e of said transmission. It is understood that the invention can be extended to a plurality of primary and / or secondary vehicles. The terms "primary" and "secondary" are intended to distinguish vehicles present in the road infrastructure and not to establish a hierarchy of importance or a technical limitation.

[0030] The management system 2 comprises hardware and / or software elements capable of implementing the method according to the invention. The hardware elements include at least one data processing unit 3, a communication module 4, in particular with a device, a target vehicle and / or an infrastructure element, and a measurement means 5. Note that both the primary vehicle 1a and the secondary vehicle 1b are equipped with the management system 2 according to the invention.

[0031] Optionally, management system 2 further comprises all or part of the following hardware and / or software components: - a vehicle control module 6, including vehicle braking; - a means of locating the vehicle in a road infrastructure; - a measurement module 8 of at least one parameter of the vehicle 1; - a driver alert module 9.

[0032] The processing unit 3 comprises one or more memory elements and a computer with hardware and software resources, including at least one processor, or microprocessor, cooperating with the memory element(s). The computer is capable of executing instructions for the implementation of a computer program and of receiving data from various equipment fitted to the vehicle 1 in question.

[0033] The communication module 4 is configured to transmit and receive a data stream via a low-frequency or high-frequency wireless link. This could, for example, be a wireless link based on cellular or Wi-Fi technologies. Specifically, this data can be sent to a separate, remote communication module 4 installed in at least one secondary vehicle 1b, or to a remote server capable of distributing this data to multiple secondary vehicles. The same principle applies to data reception. Thus, when a hazardous event is detected by a primary vehicle 1a, it can advantageously be communicated to one or more secondary vehicles present in the road infrastructure. In particular, the secondary vehicle 1b or vehicles in question are located in close proximity to the primary vehicle 1a and the event.For example, the targeted secondary vehicles are located at a . distance dependent on the average traffic speed on the road infrastructure, so as to allow the targeted secondary vehicles to adapt their behavior, this distance therefore depends on the average speed on the infrastructure, the speed of the primary vehicle, and a maximum deceleration value of the secondary vehicles in order to allow them to reduce their speed upstream of the dangerous event.

[0034] The location means 7 enables the location of vehicle 1 within the road infrastructure. It incorporates, for example, an approximate location system for vehicle 1 and / or a high-definition map of the road infrastructure. In particular, the approximate location of vehicle 1 can be provided by a GPS-type system, the acronym for "Global Positioning System". Alternatively or in addition, the location means 7 can be a location system embedded in vehicle 1 that continuously integrates the movements of vehicle 1.

[0035] Various examples of measuring means 5 can be implemented, as further described below. According to one embodiment, the measuring means 5 comprises the localization means 7. Alternatively, the measuring means 5 comprises a wheel sensor configured to measure the number and / or degree of rotation of at least one wheel of the primary vehicle la. Alternatively again, the measuring means 5 is an image capture means capable of detecting lane markings of at least one lane of a road traveled by the primary vehicle la, for example, radar and / or lidar and / or a camera and / or any other type of sensor suitable for detecting targets in the environment of the primary vehicle la.

[0036] The control module 6 is configured to control the autonomous braking of the secondary vehicle 1b and / or to adjust the longitudinal speed of the secondary vehicle 1b, for example by transmitting control commands to a motor or braking system of the secondary vehicle 1b.

[0037] The measuring module 8 is capable of performing, via at least one sensor, measurements relating to at least one parameter of the vehicle 1, which it transmits to the processing unit 3. Such measurements can be performed, for example, in real time or at regular time intervals. In particular, the measuring module 8 is capable of performing, without limitation, measurements relating to: - the longitudinal speed of the vehicle in question; and / or - the acceleration and / or deceleration of the vehicle in question; and / or - the pressure exerted on the brake pedal.

[0038] The alert module 9 is capable of broadcasting a message and / or a signal in the form of an emission: - sound, for example by means of a loudspeaker, and / or - visual, for example by means of a screen-type display module, and / or - haptic, for example by means of an element capable of emitting vibrations included in the driver's seat or at the level of at least one control element of the vehicle such as the steering wheel.

[0039] Alternatively or in combination, such an alert may be disseminated via a Human-Machine Interface.

[0040] An example of the execution of the management method 100 for driving motor vehicles in a dangerous event situation, in particular of the slippery road type, is described below with reference to Figures 2 to 6. The management method 100 can thus be considered as a method of operation of the management system 2 according to the invention or as a method of operation of a vehicle 1 equipped with said system.

[0041] In general, the management method 100 according to the invention comprises an emission phase El of an inter-vehicle transmission relating to a dangerous event, said transmission phase being implemented by the primary vehicle la, then a reception phase E2 of said transmission, implemented by the secondary vehicle 1b.

[0042] More specifically, the emission phase El comprises, initially, the detection of an activation Eli of an anti-lock braking system or an anti-slip system of the primary vehicle la. In a known manner, the anti-lock braking system or the anti-slip system is activated when braking is initiated by the driver of the primary vehicle la and according to a wheel rotation speed detected by at least one wheel sensor. Such detection is carried out by known means, via the processing unit 3.

[0043] Such an activation can, for example, be triggered in the event of emergency braking, when the primary vehicle encounters a dangerous event, such as a slippery road and slides on the roadway.

[0044] The method then includes detecting the triggering of an inter-vehicle communication E12 initiated by the fulfillment of at least one predefined triggering condition in the primary vehicle. Conventionally, the triggering of an inter-vehicle communication is regulated by the CAR 2 CAR Communication Consortium (C2C-CC). The triggering conditions are notably related to an activation time threshold S_tabs, or execution request threshold, of the anti-lock braking system or the traction control system, and to a brake pedal depressment threshold S_enf. For example, according to the current definition, vehicle-to-vehicle communication is triggered when the anti-lock braking system or the traction control system is activated for a duration greater than or equal to an activation time threshold S_tabs of 200 ms and when the brake pedal is depressed to a degree less than or equal to a depression threshold S_enf of 30%, for example defined in relation to a high position of the brake pedal corresponding to a pedal not depressed, that is, when the user releases the pressure applied to the brake pedal.

[0045] When it is detected that inter-vehicle communication has been initiated, the method further comprises determining a first position PI of the primary vehicle la, corresponding to a position of the primary vehicle la in the road infrastructure at the instant when inter-vehicle communication is initiated. In other words, the first position PI corresponds to the position of the primary vehicle la in the road infrastructure at the instant when at least one triggering condition is met.

[0046] In the case of vehicle-to-vehicle communication systems implemented in the prior art, it has been observed that, due to the triggering conditions defined in the CAR 2 CAR Communication Consortium (C2C-CC), a significant delay occurs between the moment the primary vehicle begins to skid on the road surface, and consequently the anti-lock braking system or traction control system is activated, and the moment the vehicle-to-vehicle communication is initiated and the transmission of data relating to the hazardous event is transmitted. Indeed, depending on the driver and their behavior in the event of a hazardous event, the driver may keep their foot depressed on the brake pedal below the depressment threshold S_enf set for initiating vehicle-to-vehicle communication, thus delaying the initiation of such communication.As a result, the transmitted data, particularly regarding the position and / or length of a slippery section of road, is erroneous. Consequently, any E2 reception phase implemented by a secondary vehicle 1b receiving such data, for example to trigger a driver alert and / or an autonomous maneuver by the secondary vehicle 1b, will be affected and distorted.

[0047] In order to resolve such a drawback, the method according to the invention includes a step of determining E13 an actual position P_r of the start of the dangerous event as a function of the first position PI.

[0048] According to one embodiment, the determination of the actual position P_r is carried out by means of the localization means 7 and / or by means of a mapping tool. The localization means 7 and / or the mapping tool is then capable of detecting a second position P2, corresponding to the position of the primary vehicle la in the road infrastructure at which the anti-lock braking system or the traction control system of the primary vehicle la is activated. The processing unit then performs a comparison between the first position PI, at which inter-vehicle communication is triggered, and the second position. If it is detected that the second position P2 differs from the first position PI, the actual position P_r at the start of the hazardous event is then the second position P2.

[0049] Alternatively or additionally, the determination E13 of the actual starting position P_r of the hazardous event includes, initially, a substep E14 of estimating an intermediate distance d_int traveled by the primary vehicle la between the activation of the anti-lock braking system or the traction control system and the initiation of inter-vehicle communication. In other words, the processing unit 3 determines the intermediate distance d_int traveled by the primary vehicle la between a first instant t, when the processing unit detects the activation of the anti-lock braking system or the traction control system, and a second instant t+x, at which inter-vehicle communication is initiated.

[0050] The intermediate distance d_int thus corresponds to a distance traveled by the primary vehicle as long as the degree of depressment of the brake pedal is strictly greater than the depressment threshold S_enf. In this case, the depressment threshold S_enf corresponds to a depressment of 30% of the brake pedal.

[0051] According to an embodiment example, the estimation E14 of the intermediate distance d_int traveled by the primary vehicle la is performed by means of at least one wheel sensor configured to measure a number and / or degree of rotation of at least one wheel of the primary vehicle la. The wheel sensor transmits the measurement to the processing unit 3, which determines the intermediate distance d_int.

[0052] The processing unit 3 then determines the actual position P_r of the start of the event as described above, as a function of the first position PI and the intermediate distance d_int, particularly by subtracting the intermediate distance d_int from the first position PL. Optionally, the estimation of the intermediate distance d_int is carried out by means of a plurality of wheel sensors, each fitted at a separate wheel of the primary vehicle la.

[0053] Alternatively or additionally, the estimation of the intermediate distance d_int traveled by the primary vehicle la is performed by means of an image capture means. The image capture means is capable of detecting the lane markings of at least one lane of a road traveled by the primary vehicle la in order to estimate the intermediate distance d_int traveled. The processing unit 3 then determines the actual starting position P_r of the event as a function of the first position PI and the intermediate distance d_int.

[0054] The method then includes the transmission E15, via the communication module 4, of data relating to the hazardous event, including at least the previously determined actual position P_r. Optionally, said data also includes the first position PI and / or the estimated intermediate distance d_int.

[0055] Optionally, said data also include a corrected danger distance d_risk, corresponding to a distance over which the event extends dangerous defined according to the actual position P_r of the start of said event and / or according to the intermediate distance d_int.

[0056] The reception phase E2 of the inter-vehicle transmission then includes, in a conventional manner, the reception E21, by the secondary vehicle 1b, of data relating to the hazardous event. This data includes the actual position P_r and, optionally, the first position PI, the estimated intermediate distance d_int and / or the corrected danger distance d_risk.

[0057] Optionally but preferably, the method then includes an alert step E22 for the driver of the secondary vehicle 1b regarding the approach of the distant hazardous event. As previously indicated, the alert message is an audible and / or visual and / or haptic message emitted via the alert module 9.

[0058] In particular, the warning message is issued when the secondary vehicle 1b is located, within the road infrastructure, at a distance less than or equal to a warning threshold S_a corresponding to a defined distance to be traveled before reaching the actual position P_r at the start of the hazardous event. For example, such a warning threshold S_a is set at 1000 m, or even 1300 m, corresponding to the remaining distance of the secondary vehicle 1b before reaching the actual position P_r at the start of the hazardous event.

[0059] The processing unit 3 performs a comparison of the remaining distance relative to the actual position P_r with the distance of the alert threshold S_a and, when the remaining distance is less than or equal to the alert threshold S_a, it transmits data and / or a message to the alert module 9, which then displays it in the passenger compartment. A similar principle can be extended to the time remaining for the secondary vehicle 1b before reaching the event and to an alert threshold S_a set according to the remaining time before reaching the actual position P_r.

[0060] Optionally, the warning message can be updated at regular time and / or distance intervals to inform the driver of the remaining time and / or distance before reaching the hazardous event.

[0061] Thus, once the secondary vehicle 1b receives information relating to the hazardous event via vehicle-to-vehicle communication, the processing unit 3 is capable of implementing at least one algorithm for analyzing the distance and / or the time remaining for the secondary vehicle 1b before reaching the actual starting position P_r of the approaching hazardous event. In other words, the management system 2 is capable of locating the secondary vehicle 1b moving within the road infrastructure relative to the hazardous event in real time or at regular time intervals. Such localization of the secondary vehicle 1b is, for example, achieved through secondary vehicle location information. 1b, transmitted by means of location 7 and data relating to the hazardous event previously transmitted.

[0062] Optionally, when it is detected that the secondary vehicle 1b is not exhibiting a longitudinal speed appropriate to the hazardous event when traveling at a distance less than or equal to a defined safety threshold S_se from the actual position P_r, the method includes performing an autonomous braking E23 of the secondary vehicle 1b. The autonomous braking step E23 of the secondary vehicle 1b is specifically performed at a safety threshold S_sec, lower than the warning threshold S_a, i.e., at a shorter distance relative to the hazardous event, when it is detected that the vehicle is exhibiting a longitudinal speed strictly greater than a determined speed threshold S_vit. For example, the speed threshold is approximately 90 km / h.

[0063] The autonomous braking stage E23 can thus be implemented in the absence of any braking action by the driver or in the event of insufficient braking action. Detection of the braking action can, for example, be implemented by means of at least one sensor for the longitudinal speed of the vehicle 1 or of pressure exerted on a brake pedal.

[0064] The autonomous braking action thus corresponds to a driving management maneuver of the secondary vehicle 1b aimed at modifying the longitudinal speed as needed. Such an action is implemented using conventional methods, briefly described above. The autonomous braking aims, for example, to reach a target speed V_cible, defined when the vehicle reaches the actual position P_r of the hazardous event. For example, said target speed V_cible is set at 90 km / h. The secondary vehicle 1b is then optionally configured to maintain a speed less than or equal to the target speed V_cible at the level of the hazardous event, that is to say, at least over the danger distance d_risk.

[0065] According to a particular embodiment, the autonomous braking step E23 is implemented in the absence of any braking action by the driver or in the event of insufficient braking following the issuance of the warning message.

[0066] Figures 5 and 6 illustrate alternative embodiments of the method according to the invention.

[0067] In particular, according to a first execution example, E16 the determination of the actual starting position P_r of the hazardous event is performed only when the intermediate distance d_int is non-zero. In this way, the correction of the hazardous event position is carried out only if it is detected that the first position PI is incorrect.

[0068] According to an alternative execution example, the determination of the actual starting position P_r of the hazardous event is performed by means of a The process involves determining a plurality of measurement means selected from those listed previously. The method then comprises determining, E13a, a plurality of actual positions P_rx, each determined by means of a distinct measurement means 5, and then comparing, E13b, the different actual positions P_rx thus estimated. The processing unit 3 then performs a selection, E13c, or an adjustment of the actual position P_r to be transmitted when said actual positions P_rs differ.

[0069] For example, the different actual positions P_rx thus estimated are associated with a confidence index specific to the measurement means 5 used, representative of the accuracy of said means, the actual position P_r communicated being that presenting the highest confidence index.

[0070] Such a principle applies mutatis mutandis to the estimation of the intermediate distance d_int traveled by the primary vehicle la. For example, a first measuring means 5 is capable of defining a first intermediate distance d_int and at least a second measuring means 5 is capable of defining a second intermediate distance d_int. The method then comprises comparing the first intermediate distance d_int and the second intermediate distance d_int and, when these distances differ, adjusting or selecting the intermediate distance d_int to be used for determining the actual starting position P_r of the hazardous event.

[0071] Optionally, the method includes recording E17 the estimated intermediate distance d_int on the memory element and learning the driver's behavior as a function of said distance.

[0072] The invention thus proposes a method and a system advantageously enabling the optimization of inter-vehicle communication and the transmission of data relating to a dangerous event, in particular to a slippery road, in order to optimize the accuracy of said data by taking into account the variability of driver reactions and thus increase the safety of the different vehicles circulating in the road infrastructure.

[0073] The present invention cannot, however, be limited to the means and configurations described and illustrated herein and it also extends to any equivalent means or configuration and to any technically operative combination of such means insofar as they ultimately fulfill the functionalities described and illustrated in this document.

Claims

Demands

1. Method of managing (100) the driving of motor vehicles in a dangerous event situation, in particular of the slippery road type, comprising an emission phase (El) of an inter-vehicle transmission relating to a dangerous event by a primary vehicle (la) and then a reception phase (E2) of said transmission by a secondary vehicle (1b), the emission phase (El) comprising: - the detection of an activation (Eli) of an anti-lock braking system or an anti-slip system of the primary vehicle (la) by pressing a brake pedal of said vehicle; - the detection of the triggering of an inter-vehicle communication (E12) initiated by the fulfillment of at least one predefined triggering condition in the primary vehicle (la) and the determination of a first position (PI) at which the inter-vehicle communication is initiated;- the determination (E13) of an actual position (P_r) of the start of the hazardous event as a function of the first position (PI); - the transmission (E15), via a communication module (4), of data relating to the hazardous event, including at least the actual position (P_r).

2. Management method (100) according to the preceding claim, wherein the reception phase (E2) of the inter-vehicle transmission comprises: - the reception (E21), by the secondary vehicle (1b), of data relating to the dangerous event, including at least the actual position (P_r); - the alert (E22) of the driver of said distant dangerous event and / or the execution of autonomous braking (E23) when it is detected that the secondary vehicle (1b) is not exhibiting a speed appropriate to the dangerous event when traveling at a distance less than or equal to a defined safety threshold (S_se) of the actual position (P_r).

3. A management method (100) according to any one of the preceding claims, wherein the determination (E13) of an actual position (P_r) of the start of the hazardous event comprises the estimation (E14) of an intermediate distance (d_int) traveled by the primary vehicle (the) between the activation of the anti-lock braking system or the traction control system and the initiation of inter-vehicle communication.

4. Management method (100) according to any one of the preceding claims, wherein the estimation (E14) of the intermediate distance (d_int) traveled by the primary vehicle (la) is carried out by means of: - a wheel sensor configured to measure a number and / or degree of rotation of at least one wheel of the primary vehicle (la); and / or - an image capture means, capable of detecting demarcation lines of at least one lane of a road traveled by the primary vehicle (la).

5. Management method (100) according to any one of the preceding claims, wherein the determination (El3) of an actual position (P_r) of the start of the hazardous event is carried out by means of at least one means of locating (7) the primary vehicle (la) in the road infrastructure and / or by means of a mapping tool.

6. Management method (100) according to any one of the preceding claims, wherein the determination (El3) of an actual position (P_r) of the start of the hazardous event is carried out by means of a plurality of measuring means, the method comprising, a step of determination (El3a) and comparison (El3b) of the actual positions of the start of the hazardous event estimated by means of each of the different measuring means and a step of adjustment or selection (E13c) of the actual position (P_r) when said actual positions (P_r) differ.

7. A management method according to any one of the preceding claims, comprising recording (E17) the estimated intermediate distance (d_int) and learning the driver's behavior based on said distance.

8. Management method according to any one of the preceding claims, wherein the determination (El3) of the actual position (P_r) of the start of the hazardous event is performed only when the intermediate distance (d_int) is non-zero.

9. A system (2) for managing the operation of motor vehicles in hazardous situations, including slippery road conditions, including vehicle-to-vehicle communication, the system comprising hardware and / or software elements implementing the process 15 according to one of the preceding claims, the material elements comprising at least one data processing unit (3), a communication module (4) and a measuring means (5).

10. Motor vehicle (1) equipped with a management system (2) according to the preceding claim.

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