Method and device for controlling the movement of an automated vehicle in a road environment

Abstract

The present invention relates to a method and device for controlling the movement of an automated vehicle (10) in a road environment (1). To this end, first data representing a satellite visibility map associated with the road environment (1) are received. Second data representing a path to be followed by the automated vehicle (10) in the road environment (1) are received. Third data representing a route for the automated vehicle (10) is determined based on the first and second data. The movement of the automated vehicle (10) is controlled based on the third data. Figure 1 (for the abstract)

Description

Title of the invention: Method and device for controlling the movement of an automated vehicle in a road environment technical field

[0001] The present invention relates to methods and devices for controlling an automated vehicle in a road environment, particularly but not exclusively an urban environment. More specifically, the present invention relates to a method and device for controlling the movement of an automated vehicle in a road environment to travel a route, particularly but not exclusively for an electric motor vehicle. Technological background

[0002] With the development of automated vehicles (from the English "Automated Vehicle"), also called autonomous vehicle(s), needs have emerged in terms of route planning, particularly in relation to the environment around the automated vehicle.

[0003] Controlling the trajectory of an automated vehicle, by means of one or more driver assistance systems, called ADAS system(s) (from the English "Advanced Driver-Assistance System" or in French "Système d'aide à la conduite avancé"), embedded in the automated vehicle, requires a good knowledge of the environment around the automated vehicle as well as an exact knowledge of the position of the automated vehicle.

[0004] The location of an automated vehicle is obtained as for any vehicle by the use of a receiver of a geolocation system based on a satellite positioning system designated by the acronym GNSS (from the English "Global Navigation Satellite System" or in French "Système de navigation globale par satellite"), for example a GPS system from the English "Global Positioning System" or in French "Système de emplacement global"), Galileo or Glonass.

[0005] In certain environments, such as urban areas with buildings, mountainous areas, or densely wooded areas, the reception of signals emitted by satellites can be disrupted, with signal occlusion and reflection resulting in multiple paths for the emitted signals. This leads to inaccuracies in the GNSS receiver's position assessment. A lack of precise location of the automated vehicle poses risks to vehicle movement control. automated to reach a destination safely, without leaving the traffic lanes or hitting any obstacles. Summary of the present invention

[0006] One object of the present invention is to solve at least one of the problems of the technological background described above.

[0007] Another object of the present invention is to improve route planning for an automated vehicle.

[0008] According to a first aspect, the present invention relates to a method for controlling the movement of an automated vehicle in a road environment, the automated vehicle being configured to move with a level of autonomy exceeding a threshold in the road environment, the method being implemented by at least one processor and comprising the following steps: - reception of initial data representative of a satellite visibility map associated with the road environment, the initial data including information representative of the visibility of each satellite in a set of satellites of a satellite geolocation system from a set of points in the road environment over a determined time range; - reception of second data representing a route to be traveled by the automated vehicle in the road environment; - determination of third data points representative of a route for the automated vehicle based on the first and second data points; - control of the movement of the automated vehicle based on third data.

[0009] Determining a route that takes into account information relating to the visibility of a set of satellites from the road environment in which the automated vehicle is to move makes it possible to verify that the automated vehicle will be visible by a sufficient number of satellites along the route, which ensures that the geolocation of the automated vehicle following the route will be sufficiently precise for the movement of the automated vehicle to be carried out safely.

[0010] According to one variant, the third data are representative of a route for which each portion of the route forming the route is visible by at least four satellites from the set of satellites at a time of travel planned for each portion of the route.

[0011] According to another variant, the displacement control includes a satellite visibility control of a current position of the automated vehicle along the route by at least four satellites from the satellite set based on the first data.

[0012] According to yet another variant, the second set of data comprises: - initial information representing a starting point of the journey; - a second piece of information representing a final destination of the journey; - at least one third piece of information representative of at least one time moment associated with the first piece of information and / or the second piece of information.

[0013] According to another variant, the second data further include at least one fourth piece of information representing at least one intermediate stopping point on the route.

[0014] According to a further variant, the first data are obtained from representative data of orbital parameters of each satellite and representative data of a digital surface model associated with the road environment.

[0015] According to yet another variant, the first data is received from a remote device via a wireless connection.

[0016] According to a second aspect, the present invention relates to a device for controlling the movement of an automated vehicle in a road environment, the device comprising a memory associated with a processor configured for the implementation of the steps of the process according to the first aspect of the present invention.

[0017] According to a third aspect, the present invention relates to an automated vehicle, for example of the automobile type, comprising a device as described above according to the second aspect of the present invention.

[0018] According to a fourth aspect, the present invention relates to a computer program which includes instructions adapted for carrying out the steps of the process according to the first aspect of the present invention, in particular when the computer program is executed by at least one processor.

[0019] Such a computer program may use any programming language, and be in the form of source code, object code, or an intermediate form between source code and object code, such as in a partially compiled form, or in any other desirable form.

[0020] According to a fifth aspect, the present invention relates to a computer-readable recording medium on which is recorded a computer program comprising instructions for carrying out the steps of the process according to the first aspect of the present invention.

[0021] On the one hand, the recording 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, a CD-ROM or a microelectronic circuit-type ROM, or a magnetic recording means or a hard disk drive.

[0022] On the other hand, this recording medium can also be a transmissible medium such as an electrical or optical signal, such a signal being able to be transmitted via an electrical or optical cable, by conventional or Hertzian radio, by self-directing laser beam, or by other means. The computer program according to the present invention can, in particular, be downloaded onto an Internet-type network.

[0023] Alternatively, the recording medium may be an integrated circuit in which the computer program is incorporated, the integrated circuit being adapted to execute or to be used in the execution of the process in question. Brief description of the figures

[0024] Other features and advantages of the present invention will become apparent from the description of the particular and non-limiting embodiments of the present invention below, with reference to the attached Figures 1 to 3, in which:

[0025] [Fig.1] schematically illustrates an environment comprising an automated vehicle, according to a particular embodiment of the present invention;

[0026] [Fig.2] illustrates a device configured for controlling vehicle movement automated of the [Fig.1] in its environment, according to a particular and non-limiting embodiment of the present invention.

[0027] [Fig.3] illustrates a flowchart of the different stages of a process for controlling the movement of the automated vehicle of [Fig.1] in its environment, according to a particular and non-limiting embodiment of the present invention. Description of examples of achievements

[0028] A method and device for controlling the movement of an automated vehicle in a road environment will now be described in what follows with joint reference to Figures 1 to 3. The same elements are identified with the same reference signs throughout the description that follows.

[0029] The terms "first," "second" (or "firsts," "seconds"), etc., are used in this document by arbitrary convention to allow for the identification and distinction of different elements (such as operations, means, etc.) implemented in the embodiments described below. Such elements may be distinct or correspond to a single element, depending on the embodiment.

[0030] According to a particular and non-limiting example of an embodiment of the present invention, the control of the movement of an automated vehicle is implemented by the automated vehicle, for example by one or more processors of one or more computers of the automated vehicle in charge of the driving assistance system(s) ensuring autonomous trajectory and route tracking control, i.e. without a driver or without intervention from a possible driver.

[0031] To this end, initial data representing a satellite visibility map associated with the road environment in which the automated vehicle is to travel are received, for example from a remote server-type device via a The data can be obtained wirelessly or from the automated vehicle's memory. The initial data includes representative visibility information for each satellite in a satellite array of a satellite positioning system from a set of points in the road environment over a defined time period, for example, one week, one month, or one year from a current time. The initial data indicates, for example, which satellites are visible from a given point or area in the road environment, or the level of satellite coverage for that point or area—that is, an indication of the quality of the location data that can be obtained at that point or area.

[0032] Second data points representing a route to be followed by the automated vehicle in the road environment are received, for example, from a human-machine interface of the automated vehicle (e.g., a touchscreen of the automated vehicle) or from a mobile or non-mobile communication device connected to the automated vehicle, for example, via a wireless connection. These second data points include, for example, the starting point of the route, the final destination and / or one or more intermediate stops, as well as time indications of when the route will be taken.

[0033] Third data representing a route for the automated vehicle are determined based on the first and second data, for example in such a way as to ensure that the automated vehicle can determine in any part of the route a location with a level of accuracy greater than a determined threshold.

[0034] The movement of the automated vehicle is then controlled under the supervision of the computer(s) supervising the driving in autonomous mode (also called automated mode) of the automated vehicle according to third data, up to the final destination of the journey to be taken.

[0035] Fig. 1 schematically illustrates a road environment 1 comprising an automated vehicle 10, according to a particular and non-limiting embodiment of the present invention.

[0036] The road environment 1 corresponds to any environment in which the automated vehicle 10 is likely to travel. The road environment 1 corresponds, for example, to an urban environment, a mixed environment comprising an urban part and an extra-urban part, a non-city environment, etc.

[0037] An automated vehicle is a vehicle equipped with a sophisticated driver assistance system that ensures vehicle control and is capable of driving in its road environment without driver intervention or under the control of a person not involved in driving the automated vehicle, except in emergencies, for example. A vehicle enabling such autonomous driving must to have a level of autonomous driving higher than a certain level out of a total number of levels. For example, the automated vehicle has an autonomy level greater than or equal to 4 out of the 5 levels defined in the classification published by the federal agency responsible for road safety in the USA, or out of the 6 levels defined in the classification published by the international organization of motor vehicle manufacturers, which includes 6 levels. According to an alternative embodiment, the automated vehicle 10 has an autonomy level greater than or equal to 3 out of the 5 or 6 levels defined in the two classifications mentioned above.

[0038] The automated vehicle 10 corresponds for example to a vehicle with a thermal engine, an electric vehicle or a hybrid vehicle (combining a thermal engine and an electric motor).

[0039] According to one embodiment, the automated vehicle 10 corresponds to an autonomous shuttle, for example, with an electric motor. Such an autonomous shuttle is configured to follow a predetermined route with stops along the way to pick up one or more passengers. The route may be modified over time (for example, occasionally or seasonally), for example, according to user needs, to avoid temporary work zones, etc. According to another embodiment, the autonomous shuttle is shared by several users in an on-demand service mode, for example, that is, the autonomous shuttle picks up each passenger at a predetermined location via a mobile application or a website managed by the autonomous shuttle operator and drops them off at the destination desired by each passenger.

[0040] According to another embodiment, the automated vehicle 10 corresponds to a vehicle configured to transport and deliver parcels to one or more recipients, the route to be taken varying according to the delivery addresses of the parcels.

[0041] The automated vehicle 10 corresponds, for example, to a so-called connected vehicle, that is to say an automated vehicle configured to communicate (transmit and receive) data according to a wireless communication mode, for example via a wireless network infrastructure or according to a direct communication mode.

[0042] To this end, the automated vehicle 10 includes a communication system or interface comprising, for example, one or more communication antennas connected to a telematic control unit, known as a TCU (Telematic Control Unit), which is itself connected to one or more computers of the automated vehicle 10's embedded system. The antenna(s), the TCU, and the computer(s) form, for example, a multiplexed architecture for providing various services necessary for the proper functioning of the automated vehicle 10. The computer(s) and the TCU communicate and exchange data with each other. via one or more computer buses, for example a CAN (Controller Area Network) data bus, CAN FD (Controller Area Network Flexible Data-Rate), FlexRay (according to ISO 17458) or Ethernet (according to ISO / IEC 802-3).

[0043] The network infrastructure includes, for example, communication devices 101 corresponding, for example, to an antenna of a cellular network of type LTE 4G or 5G or to a UBR (“Roadside Unit”).

[0044] Each communication device 101 is advantageously connected to one or more remote servers 110 or to the "cloud" 100 (or in French "nuage") via a wired and / or wireless connection. The communication device 101 is thus configured to act as a relay between the "cloud" 100 and its servers 110 on the one hand and the automated vehicle 10 on the other.

[0045] The automated vehicle 10 communicates, for example, using a so-called V2X communication system, for example based on the 3GPP LTE-V or IEEE 802.1 lp standards of ITS G5. In such a V2X communication system, each vehicle carries a node (or wireless communication system / interface) to enable vehicle-to-vehicle (V2V), vehicle-to-infrastructure (V2I) and / or vehicle-to-pedestrian (V2P) communication, with pedestrians being equipped with mobile devices (for example, a smartphone) configured to communicate with the vehicles.

[0046] The automated vehicle 10 further includes a receiver for a GNSS-type geolocation system configured to determine data representative of its geographic position at any given time based on signals received from a set of satellites 111 to 114 of the GNSS system. The data representing the geographic position take, for example, the form of coordinates (latitude and longitude). The geographic position obtained from the GNSS system is said to be absolute in that the coordinates are expressed in the same frame of reference for each vehicle, namely the world frame of reference.

[0047] A process for controlling the movement of the automated vehicle 10 in the road environment 1 is implemented by one or more computers of the automated vehicle 10, i.e. by one or more processors of this or these computers.

[0048] In a first operation of the process, initial data representing a satellite visibility map associated with the road environment 1 are received. This initial data includes information representing visibility from each satellite in a set of satellites of a satellite geolocation system, called a GNSS system, from a set of points in the road environment 1 over a determined time range, for example over several days, weeks, months or even years.

[0049] The initial data is, for example, received by the automated vehicle 10 from the remote device 110 via the wireless network infrastructure associated with the "cloud" 100. In another example, this initial data is received from a satellite in the GNSS satellite constellation, for example satellite 111, via a satellite link between this satellite 111 and the automated vehicle 10. In yet another example, the initial data is stored in a memory of the automated vehicle 10 accessible by the computer(s) implementing the process, the initial data then being received from this memory. In this example, the initial data is updated in the memory regularly, the updates being, for example, received from the remote device 110 via the wireless connection.

[0050] The satellite visibility map is generated by the remote device 110 based on representative data of orbital parameters of each satellite and representative data of a digital surface model associated with the road environment 1, the first data being thus obtained from representative data of orbital parameters of each satellite and representative data of a digital surface model associated with the road environment 1.

[0051] A satellite visibility map is, for example, associated with a specific time instant. Indeed, since the location of satellites varies in space over time according to the orbit followed by each of these satellites, the satellite visibility map also varies over time, the visibility of each satellite from a point or a surface element of the road environment 1 varying according to the location of the satellite in its orbit.

[0052] The first data thus received represent, for example, the visibility of each satellite of the GNSS system from a set of points in the road environment 1 for different time instants belonging to a given time range. According to one embodiment, the first data received correspond to data representing the orbital parameters of each satellite and data representing a digital surface model associated with the road environment 1, the computer(s) of the automated vehicle 10 performing the calculations to predict the visibility over the relevant areas of the road environment 1, as described below, at the required time instants.

[0053] According to a particular embodiment, the first data is received following the transmission of one or more requests by the automated vehicle 1 via the wireless connection. Such a request includes, for example, the area for which satellite visibility map is required (e.g. an area covering the road environment in which the automated vehicle 10 will travel) and information representative of a set of time moments or a time range for which satellite visibility map is required.

[0054] The satellite visibility map is generated according to any method known to a person skilled in the art, for example as described in the document entitled "Study for the production of GNSS satellite visibility maps", by Guillaume Bizouard, published in the XYZ magazine, No. 111 in the 2nd quarter of 2007.

[0055] The described method involves extrapolating the orbital / Keplerian parameters of the satellites to the desired forecast date or time, these calculations relating to celestial mechanics being known. Various changes of reference frames are applied to the results of the calculations to obtain topocentric coordinates (azimuth and elevation). For each satellite, its topocentric coordinates are thus obtained at the desired observation location on Earth, for example, for each point in a set of points in the road environment 1.

[0056] The point set includes, for example, reference points defining the road segments of the road environment 1, the paths forming the road segments being discretized to obtain the point set.

[0057] To refine the satellite visibility of a point in the road environment 1, it is necessary to take into account the surrounding obstacles (buildings and vegetation for example). To this end, the method described provides for the use of geodata describing the space associated with the road environment 1, this geodata being for example obtained from a LiDAR point cloud (for example obtained from LiDAR(s) on board an aircraft which flew over the road environment 1 for the acquisition of the point cloud), this geodata corresponding for example to data from a digital surface model, called DSM, also called digital terrain model.

[0058] The satellite visibility map thus obtained makes it possible to know at any point in the road environment the visibility of each satellite in the constellation, for example to determine if a satellite is visible in direct line of sight at a given time.

[0059] The first data thus correspond to data enabling the determination of which satellites 111 to 114 are visible from a point or a surface element of the road environment at a given time.

[0060] According to one variant, the first data corresponds to data indicating the number of satellites visible from each point of the set of points of the road environment 1, for example 1, 2, 3, 4, 5 satellites or more at a given time.

[0061] The quality or accuracy of the location of the automated vehicle 10 depends on the number of satellites visible from that location. To obtain a location with a level of accuracy exceeding a certain threshold, it is necessary to obtain a signal emitted from four satellites within direct line of sight. Indeed, while three satellites are sufficient to obtain a position using the trilateration technique, a fourth satellite is necessary to precisely determine the offset of the receiver onboard the automated vehicle 10 relative to the clocks of satellites 111 to 114. For example, a clock offset of 10 nanoseconds results in a position error of 3 meters. The greater the number of satellites visible from a given position, the more precise the position determination will be.

[0062] According to yet another variant, the first data correspond to data indicating the accuracy of the position that can be determined on the road environment at a given time, this indicator taking for example a value in a set of defined values, for example in a set comprising 3, 5 or 10 values, the accuracy obtained being for example higher the greater the value of the indicator.

[0063] In a second operation of the process, second data representing a route to be traveled by the automated vehicle 10 in the road environment are received.

[0064] The second operation is for example implemented before the first operation, the request to calculate a route to travel the path triggering for example the transmission of a request to obtain the first data.

[0065] The second set of data includes, for example, the following data or information: - a first piece of information representing a starting point of the journey to be taken; - a second piece of information representing a final destination of the journey to be taken; - at least one third piece of information representing at least one time moment associated with the first piece of information (for example the planned departure time) and / or the second piece of information (for example the desired arrival time).

[0066] This information is, for example, entered by a user via a human-machine interface, for example a graphical HMI displayed on a touch screen. This data is, for example, entered via an interface of the automated vehicle 10 or via an interface of a communication device (for example a smartphone, a tablet, a computer or a laptop) connected wirelessly to the automated vehicle 10, for example via Bluetooth® or Wifi®.

[0067] The first piece of information corresponds, for example, to the current position of the automated vehicle 10 when the request to calculate a route is received by the computer(s) implementing the process.

[0068] According to one embodiment, the second data further includes at least one fourth piece of information representing at least one intermediate stopping point along the route, each stopping point corresponding to an intermediate destination at which the automated vehicle must stop (for example, to pick up or drop off passengers or to deliver and / or collect a package for delivery). A time-based piece of information (stop time) is, for example, associated with each intermediate stopping point and included in the second data point along with the fourth piece of information.

[0069] In a third operation of the process, third data representing a route for the automated vehicle 10 are determined or calculated based on the first and second data, the route being determined to travel the path described by the second data.

[0070] The route thus determined corresponds, for example, to a route selected from a set of candidate routes, the selected route corresponding to the one for which the accuracy or quality of the determination of the position of the automated vehicle 10 is the best along the route, the information on the accuracy or quality of the determination of the position being obtained via the first data, i.e. via the satellite visibility map at the time of travel of the route.

[0071] According to one embodiment, the determined or selected route corresponds to the route offering a precision or quality of position determination of the automated vehicle 10 greater than a threshold throughout the entire route. The threshold corresponds, for example, to a position precision obtained when at least 4 satellites 111 to 114 are visible from each route segment forming the route at the travel time of each route segment, the travel time being calculated, for example, from the third piece of information included in the second data point. According to this embodiment, the third data point represents a route for which each route segment forming the route is visible by at least 4 satellites 111 to 114 from the set of satellites at a planned travel time for each route segment.

[0072] The third data corresponds, for example, to a set of path / speed pairs: a path / speed pair corresponds to the association of a speed to be maintained (or setpoint speed) with each point on the path, such an association also being called a speed profile on the path. A path / speed pair is, for example, transformed into a trajectory by resampling the points of the path so that each point of the trajectory corresponds to the position reached after traveling the path for a given time interval following the profile of Speed. A path corresponds to a geometric object representing the spatial movement of a vehicle without regard to speed. The path's representation and discretization are therefore independent of time; such a representation can be, for example, arbitrary (fixed or predetermined number of points) or determined by a distance between each point. The speed associated with each point corresponds, for example, to the maximum speed allowed on the section of road containing the considered point on the path. Speed ​​information corresponds, for example, to instructions that the automated vehicle can follow or adapt to traffic conditions when traveling along the calculated route.

[0073] According to one embodiment, the third data are further determined based on road environment mapping data 1, in addition to the data describing the road or path portions of the road environment visible by the satellite(s) 111 to 114 included in the first data.

[0074] In a fourth operation of the process, the movement of the automated vehicle 10 is automatically controlled according to the third data so that the automated vehicle 10 follows the route calculated in the third operation to reach the final destination of the journey and respecting any intermediate stops.

[0075] The trajectory of the automated vehicle 10 along the calculated route is automatically controlled by a set of on-board AD AS systems such as a speed regulation system, a lane keeping assist system, etc., according to the instructions included in the third data.

[0076] The movement of the automated vehicle 10 is further controlled based on data obtained from environmental perception sensors on board the automated vehicle 10, such as, for example: - one or more millimeter-wave radars arranged on the automated vehicle 10, for example at the front, at the rear, on each front / rear corner of the vehicle; each radar is adapted to emit electromagnetic waves and to receive the echoes of these waves reflected by one or more objects, in order to detect obstacles and their distances from the automated vehicle 10; and / or - one or more LIDAR(s) (Light Detection and Ranging), a LIDAR sensor corresponding to an optoelectronic system composed of a laser emitter, a receiver including a light collector (to collect the portion of light emitted by the emitter and reflected by any object located in the path of the light rays emitted by the emitter) and a photodetector that transforms the collected light into an electrical signal; a LIDAR sensor thus makes it possible to detect the presence of objects located within the emitted light beam and measuring the distance between the sensor and each detected object; and / or - one or more cameras (associated or not with a depth sensor) for the acquisition of one or more images of the environment around the automated vehicle 10 located in the field of vision of the camera(s).

[0077] The data obtained from these perception sensors makes it possible to adapt the behavior of the automated vehicle 10, for example its trajectory or its speed, to the real traffic conditions encountered in the road environment 1.

[0078] According to a particular embodiment, the process further includes a satellite visibility check of a current position of the automated vehicle 10 along the route as the automated vehicle 10 follows the route calculated based on the initial data. This check verifies that the current position is visible to at least four satellites from the satellite set as the automated vehicle 10 moves, thereby verifying that the current satellite visibility conforms to that predicted during the route calculation.

[0079] According to one embodiment, the satellite visibility check includes satellite visibility checks for one or more route segments following a current route segment that the automated vehicle 10 is traveling. Such satellite visibility checks are performed using the first representative satellite visibility data at the current time, which ensures that the next route segment(s) will be suitable for determining the position of the automated vehicle 10 with a sufficient level of accuracy, exceeding a predetermined threshold corresponding, for example, to visibility by at least 4 satellites simultaneously on the next route segment(s) under consideration.

[0080] According to this particular embodiment, satellite control is carried out as the automated vehicle 10 moves, for example at regular intervals, with initial data that is up-to-date and associated with a current moment.

[0081] Figure 2 schematically illustrates a device 2 configured for controlling the movement of an automated vehicle, for example the automated vehicle 10, according to various specific and non-limiting embodiments of the present invention. The device 2 corresponds, for example, to a device embedded in the automated vehicle 10, corresponding, for example, to a computer.

[0082] According to a particular embodiment, device 2 corresponds to a device configured to determine a route for the automated vehicle 10.

[0083] Device 2 is, for example, configured to carry out at least some of the operations described opposite [Fig. 1] and / or the steps of the process described opposite [Fig. 3]. Examples of such a device 2 include, but are not limited to, on-board electronic equipment such as an on-board computer. of a vehicle, an electronic control unit such as an ECU (Electronic Control Unit), a TCU, a controller, a computer, a server, or a mobile communication device (for example, one embedded in a vehicle and connected to that vehicle via wired or wireless communication). The elements of device 2, individually or in combination, can be integrated into a single integrated circuit, into several integrated circuits, and / or into discrete components. Device 2 can be implemented as electronic circuits or software (or computer) modules, or a combination of electronic circuits and software modules.

[0084] The device 2 comprises one (or more) processor(s) 20 configured to execute instructions for carrying out the steps of the process and / or for executing instructions from the software embedded in the device 2. The processor 20 may include integrated memory, an input / output interface, and various circuits known to those skilled in the art. The device 2 further comprises at least one memory 21, corresponding, for example, to volatile and / or non-volatile memory, and / or includes a memory storage device that may include volatile and / or non-volatile memory, such as EEPROM, ROM, PROM, RAM, DRAM, SRAM, flash, magnetic disk, or optical disk.

[0085] The computer code of the embedded software(s) including the instructions to be loaded and executed by the processor is for example stored on memory 21.

[0086] According to various particular and non-limiting embodiments, the device 2 is coupled in communication with other similar devices or systems and / or with communication devices, for example a TCU (Telematic Control Unit), for example via a communication bus or through dedicated input / output ports.

[0087] According to a particular and non-limiting embodiment, the device 2 comprises a block 22 of interface elements for communicating with external devices. The interface elements of the block 22 comprise one or more of the following interfaces: - radio frequency RF interface, for example of the Wi-Fi® type (according to IEEE 802.11), for example in the 2.4 or 5 GHz frequency bands, or of the Bluetooth® type (according to IEEE 802.15.1), in the 2.4 GHz frequency band, or of the Sigfox type using UBN (Ultra Narrow Band) radio technology, or LoRa in the 868 MHz frequency band, LTE (Long-Term Evolution), LTE-Advanced, 5G; - USB interface (from the English "Universal Serial Bus" or "Universal Serial Bus" in French); - HDMI interface (from the English "High Definition Multimedia Interface", or "High Definition Multimedia Interface" in French); - LIN interface (from the English "Local Interconnect Network", or in French "Réseau interconnecté local").

[0088] According to another particular and non-limiting embodiment, the device 2 includes a communication interface 23 which allows communication to be established with other devices (such as other computers in the embedded system) via a communication channel 230. The communication interface 23 corresponds, for example, to a transmitter configured to transmit and receive information and / or data via the communication channel 230. The communication interface 23 corresponds, for example, to a wired network of the CAN (Controller Area Network) type, CAN FD (Controller Area Network Flexible Data-Rate), FlexRay (standardized by ISO 17458) or Ethernet (standardized by ISO / IEC 802-3).

[0089] According to a particular and non-limiting embodiment, the device 2 can provide output signals to one or more external devices, such as a display screen 240, touch or not, one or more speakers 250 and / or other peripherals 260 (projection system) via output interfaces 24, 25 and 26 respectively. According to a variant, one or more of the external devices is integrated into the device 2.

[0090] Figure 3 illustrates a flowchart of the different stages of a method for controlling the movement of an automated vehicle, for example the automated vehicle 10, according to a particular and non-limiting embodiment of the present invention. The method is implemented, for example, by a computer, for example by the device 2 of Figure 2.

[0091] In a first step 31, first representative data of a satellite visibility map associated with the road environment of the automated vehicle are received, the first data comprising representative visibility information of each satellite of a set of satellites of a satellite geolocation system from a set of points of the road environment over a determined time range.

[0092] In a second step 32, second data representing a route to be traveled by the automated vehicle in the road environment are received.

[0093] In a third step 33, third data representing a route for the automated vehicle are determined as a function of the first and second data.

[0094] In a fourth step 34, the movement of the automated vehicle is controlled according to the third data.

[0095] According to one variant, the variants and examples of the operations described in relation to [Fig.1] apply to the steps of the process in [Fig.3].

[0096] Of course, the present invention is not limited to the embodiments described above but extends to a method for determining a route for an automated vehicle that would include secondary steps without falling outside the scope of the present invention. The same would apply to a device configured for implementing such a method.

Claims

Demands

1. Method for controlling the movement of an automated vehicle (10) in a road environment (1), said automated vehicle (10) being configured to travel with a level of autonomy exceeding a threshold in said road environment (1), said method being implemented by at least one processor and comprising the following steps: - receiving (31) first data representing a satellite visibility map associated with said road environment (1), said first data comprising information representing the visibility of each satellite in a set of satellites (111 to 114) of a satellite geolocation system from a set of points in said road environment (1) over a determined time range; - receiving (32) second data representing a route to be traveled by said automated vehicle (10) in said road environment (1);- determination (33) of third data representing a route for said automated vehicle (10) as a function of the first and second data; - control (34) of the movement of said automated vehicle (10) as a function of said third data.

2. A method according to claim 1, wherein said third data are representative of a route for which each portion of the route forming said route is visible by at least four satellites of said set of satellites (111 to 114) at a time of travel planned for said each portion of the route.

3. Method according to claim 1, wherein said displacement control comprises a satellite visibility control of a current position of said automated vehicle (10) along said route by at least four satellites of said satellite array (111 to 114) as a function of said first data.

4. A method according to any one of claims 1 to 3, wherein said second data comprise: - a first information representative of a starting point of said journey; - a second piece of information representing a final destination of said journey; - at least a third piece of information representing at least one time moment associated with said first piece of information and / or said second piece of information.

5. A method according to claim 4, wherein said second data further comprise at least one fourth piece of information representative of at least one intermediate stopping point on said route.

6. A method according to any one of claims 1 to 5, wherein said first data are obtained from data representative of orbital parameters of said each satellite and from data representative of a digital surface model associated with said road environment (1).

7. A method according to any one of claims 1 to 6, wherein said first data are received from a remote device (110) via a wireless connection.

8. Computer program comprising instructions for carrying out the method according to any one of claims 1 to 7, when such instructions are executed by at least one processor.

9. Device (2) for controlling the movement of an automated vehicle in a road environment, said device comprising a memory (21) associated with at least one processor (20) configured for carrying out the steps of the method according to any one of claims 1 to 7.

10. Automated vehicle (10) comprising device (2) according to claim 9.

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