Method for managing the connectivity of a connected motor vehicle on a predetermined route

Abstract

Method for managing the connectivity of a connected motor vehicle capable of being connected to network operators, for the control of said connected vehicle on a determined route;said connected vehicle comprising a connectivity management system implementing said process of continuously monitoring (200) the coverage data of one or more network operators previously selected (100) from a panel of network operators with which the connected vehicle is able to communicate, and responding to a first current control strategy determined and, after analysis (300) of the data provided by the network operators of the panel of network operators and of third vehicles able to communicate in real time with the connected vehicle, to decide, and establish (400) a new control strategy on the determined route, based on a predicted degradation of the coverage data upstream of the determined route, anticipating said degradation. (Figure 5);

Description

Title of the invention: Method for managing the connectivity of a connected motor vehicle on a predetermined route

[0001] The present invention relates generally to connected motor vehicles, and more particularly to a method of managing the connectivity of a connected vehicle with one or more networks, in particular public terrestrial mobile networks, for example 3G, 4G or 5G cellular networks, operated by different mobile network operators, known as network operators, or "MNO" (Anglo-Saxon acronym for "Mobile Network Operator"), for the control of the connected vehicle on a determined navigation route.

[0002] By connected vehicle control, and more particularly in the case of an autonomous or remotely controlled vehicle, we mean a determined strategy for managing one or more systems of the connected vehicle involved in the optimal control of the connected vehicle in its environment, and in particular the connectivity system of the connected vehicle.

[0003] The connected motor vehicles targeted more particularly, but not exclusively, by the present invention are autonomous vehicles and remotely controlled vehicles.

[0004] These vehicles may experience network reception problems (weak or lost reception), which can lead to unforeseen critical phases in which the vehicle, particularly autonomous or remotely controlled vehicles, can no longer communicate with the outside world in normal mode and therefore cannot be operated optimally. This can result in serious safety problems.

[0005] To overcome these drawbacks, it is known to maintain several network connections simultaneously, with several network operators, which redundantly transmit a data stream necessary for the control of the vehicle.

[0006] Connectivity systems embedded in connected vehicles are capable of being connected to several networks of different types, or of the same type, operated by different network operators (or service providers), including cellular networks also referred to as mobile networks.

[0007] The architectures of these networks may include cellular telephone transmitters, routers, switches or other components that provide network services to connected vehicles.

[0008] These network architectures can have variable capacities and can be distributed over a vast geographical area organized into cells, crossed by a navigation route of the connected vehicle.

[0009] Thus, different network resource allocations can be implemented for a connected vehicle, in different areas affected by the vehicle's route, at different times depending on environmental factors of the vehicle (vehicle perception), network capacities, congestion in the areas crossed by the vehicle's route,...

[0010] State-of-the-art network allocation strategies are based, for a given route, essentially on data provided by network operators and environmental data established by the connected vehicle, collected along its route.

[0011] The present invention proposes connectivity management strategies for the control of a connected vehicle, by enriching network coverage data with new information to ensure seamless connectivity throughout one or more routes of a connected vehicle and thus improve safety.

[0012] The objective of the present invention is to provide a solution enabling continuous anticipation of any situation in which connectivity would be insufficient.

[0013] Thanks to this continuous anticipation, the connected vehicle is never surprised by a network degradation and can continuously ensure the required level of connectivity (connectivity reliability).

[0014] To this end, the invention has as its first object a method for managing the connectivity of a connected motor vehicle capable of being connected to mobile communication networks operated respectively by specific operators, called network operators, for the control of said connected vehicle on a specific route;said connected vehicle comprising a connectivity management system implementing said process, consisting of continuously monitoring the network coverage data of one or more networks of network operators previously selected from a panel of network operators operating the networks with which the connected vehicle is able to communicate, and responding to a first current connectivity management strategy determined and, after analysis of the network coverage data provided by the network operators of the panel of network operators and of third vehicles able to communicate in real time with the connected vehicle, to decide and establish a new connectivity management strategy on the determined route, based on a degradation of the network coverage data predicted upstream of the determined route, thus anticipating said degradation.

[0015] According to one feature, the method consists of deciding and establishing a new connectivity management strategy when the degradation of at least one of the network coverage criteria among: availability, integrity and network performance, is predicted upstream of the determined route, from network coverage data.

[0016] According to another feature, a first common connectivity management strategy consists of selecting at least two network operators and the new connectivity management strategy consists of selecting one or more new network operators from the panel so as to guarantee network coverage without degradation upstream of the determined route.

[0017] According to another feature, the method consists of sharing, in real time, network coverage data provided by network operators and connected third-party vehicles sharing, or having shared, the same determined route, with other third-party vehicles.

[0018] According to another feature, the network coverage data includes dynamic maps of network coverage areas, by network operator, provided by the network operators and supplemented by network coverage data provided by third-party vehicles, in relation to the determined route.

[0019] The present invention has as its second object a computer program product comprising instructions which, when the program is executed by a computer, lead the latter to implement the steps of the process as described above.

[0020] The present invention has as its third object a connectivity management system implementing the method as described above, comprising means for selecting at least one network operator from a panel of network operators capable of communicating with the connected vehicle, monitoring means capable of continuously monitoring the network coverage data provided by the selected network operator, means for analyzing network coverage data capable of predicting a degradation of network coverage data, upstream of the route of the connected vehicle, provided by network operators and in real time by connected third-party vehicles, and capable of deciding on a change of network operator before the degradation of network coverage data and means for updating the selected network operator(s) on the determined route.

[0021] According to one feature, the connectivity management system further includes means for controlling route changes and means for controlling changes in dynamic parameters of the connected vehicle.

[0022] Finally, the present invention has as its fourth object a connected motor vehicle comprising communication means capable of communicating with public terrestrial mobile networks operated respectively by network operators, according to 3G, 4G or 5G type communication protocols, and capable of communicating with third-party vehicles connected according to a V2V type vehicle-to-vehicle communication protocol, in order to receive network coverage data, coupled to a telematics control unit comprising, or coupled to, a connectivity management system as described above; said connected vehicle further comprising a navigation system capable of modifying the determined route of the connected vehicle and an AD AS system capable of adapting the dynamic behavior of the connected vehicle, coupled with the connectivity management system.

[0023] According to one characteristic, the connected motor vehicle is of the autonomous vehicle or remote control type.

[0024] The present invention has the advantage of optimizing the management of critical situations related to a degradation of network coverage to ensure the safe operation of automated piloting or remote driving of the connected vehicle.

[0025] Other advantages and features of the present invention will become clearer from the following description, given solely by way of non-limiting example and with reference to the drawings in which:

[0026] [Fig-1] schematically illustrates a connected motor vehicle according to the invention;

[0027] [Fig.2] illustrates a functional diagram of a first management strategy of the connectivity of the connected vehicle implemented by a connectivity management method according to the invention;

[0028] [Fig.3] illustrates a functional diagram of a collaborative perception principle implemented by the method according to the invention;

[0029] [Fig.4] illustrates a functional diagram of a second management strategy of the Connectivity of the connected vehicle implemented by the connectivity management method according to the invention; and

[0030] [Fig.5] illustrates by means of a flowchart, the main steps of the connectivity management process according to the invention.

[0031] Fig. 1 schematically illustrates a connected HCV motor vehicle and more particularly an autonomous vehicle.

[0032] A vehicle which has functions that allow certain driving functions usually assigned to the driver to be automated will generally be designated as an autonomous or semi-autonomous vehicle.

[0033] The connected HCV includes an ADA vehicle HCV system also designated as AD AS system (Anglo-Saxon acronym for "Advanced Driver-Assistance System") which implements a number of AD AS functions enabling vehicle control, including management of autonomous mode in the case of an autonomous vehicle, or remote piloting for a remotely controlled vehicle.

[0034] The connectivity of the connected HCV is ensured by a wireless communication module (via radio waves) comprising, for example, one or more ANT communication antennas, coupled to a telematic control unit (TCU), also called a connectivity box or BTA (Autonomous Telematics Box) or BSRF box (Radio Frequency Servicing Box), itself connected to one or more computers of an on-board system of the vehicle, for example an IVI, SID system, (from the English "In-Vehicle Infotainment" or in French "Info divertissement étoilé"), or any other computer of on-board systems of the connected VHC vehicle dedicated to the processing of data exchanges between the connected VHC vehicle and the environment outside the connected VHC vehicle.

[0035] The AD AS system, ADA, is itself linked to one or more processors of the IVI system, SID.

[0036] The AD AS, ADA system is also capable of controlling the OCD dynamic control elements of the connected VHC vehicle, managing the speed of the connected VHC vehicle, braking, steering, ...

[0037] The connected HCV also includes an onboard satellite navigation system (NAV), which receives geolocation data from a satellite positioning data receiver (RPS), generally referred to as "GPS" (Global Positioning System), and uses high-definition mapping (CAR) to guide the HCV along a predetermined route (ITI). The NAV navigation system is coupled to the telematics control unit (UCT). It can also be integrated into the UCT.

[0038] The COM wireless communication module of the VHC vehicle is capable of managing in particular a wireless communication protocol, for example of the "V2V" type (Anglo-Saxon acronym for Vehicle-to-Vehicle), to exchange information with third-party vehicles, within radio range of the connected VHC vehicle, also equipped with communication modules managing this protocol.

[0039] The COM communication module is also capable of managing data exchanged with network operators, in particular according to GSM technology, English acronym for "Global System for Mobile communications", meaning Global System for Mobile Communication, or 3G, or 4G, or 5G or according to any mobile telecommunications standard.

[0040] The UCT telematics control unit comprises, or is coupled to, a VHC vehicle connectivity management system SGC which implements the method according to the invention.

[0041] An example of a first connectivity management strategy, implemented by the SGC management system, is functionally illustrated in [Fig.2].

[0042] The SGC management system, delimited in [Fig. 2] within a closed contour shown in a dashed line, includes an SEL switch allowing selection from among the different networks and therefore the different network operators OP1, OP2, OP3, OP4, ... available (network operator panel) and identified by the control unit UCT telematics, for a given ITI navigation route of the VHC vehicle, at least two network operators meeting the main "quality" criteria expected of a radio communication network, namely: availability, integrity and performance of the network; these three criteria qualifying the coverage of a network.

[0043] In this first strategy, the present invention considers "at least two network operators" to meet a redundancy requirement in network coverage data, here, operators OP1 and OP3, but other strategies could consider only one network operator.

[0044] The SGC management system further includes MDS monitoring means, or "monitoring" means, enabling the monitoring of network coverage criteria (availability, integrity and performance) for operators and their associated networks, identified and selected from a panel of network operators OP1, OP2, OP3, OP4, ... here, operators OP1 and OP3 at a given time for example at the beginning of the determined navigation route ITI, considered as one of the input data of the SGC system provided by the NAV navigation system.

[0045] In order to be able to anticipate the evolution of these criteria, and in particular a degradation of at least one of the criteria among availability, integrity and performance, on the ITI route of the connected vehicle HCV, the MDS monitoring means rely on coverage data provided in the form of dynamic CDO mapping data of the areas covered by each network operator OP1, OP2, OP3, OP4, ...as well as on data provided by other connected vehicles, called third-party vehicles HTV, complementing the CDO mapping data, capable of communicating with the connected vehicle HCV, via a communication protocol between vehicles, for example of the "V2V" type ("V2V" is the Anglo-Saxon acronym for "Vehicle to Vehicle") also designated as "Car2Car".

[0046] Network coverage data, provided by third-party VHT vehicles, falls within the scope of an external information contribution designated as "collaborative perception", as illustrated in [Fig.3].

[0047] The coverage data provided by third-party VHT vehicles complement the DOP data provided by operators OP1, OP2, OP3, OP4, ... They relate to feedback from third-party VHT vehicles, in the area crossed by the ITI route, or in the vicinity of the route, of the connected VHC vehicle.

[0048] This feedback incorporates recent and historical network coverage data, as well as real-time data provided by connected third-party high-voltage vehicles (HVVs) traveling, or having traveled, on the same ITI route, or in areas adjacent to the ITI route. This information is particularly valuable in the event of errors or late updates to the map data provided by network operators OP1, OP2, OP3, OP4, ...

[0049] All these data are collected and analyzed by MAD analysis and decision means ([Fig.2]), coupled with MDS monitoring means, or integrated with MDS monitoring means, to take into account the evolution of the criteria for each of the networks selected on the ITI route and to decide on a change of management strategy and in particular in the selection of network operators (allocation of operators).

[0050] The MDS monitoring means of the connected vehicle VHC also provide third-party connected vehicles VHT with coverage data from operators selected by the SGC management system, for the ITI route, always within the framework of "collaborative perception".

[0051] The MAD analysis and decision means are therefore based on the coverage data provided on the one hand by network operators OP1, OP2, OP3, OP4, ... and, on the other hand, by third-party vehicles VHT, for a given route ITI, in order to anticipate the update of the management strategy, for example the selection of one or more new network operators before a degradation of the current criteria considering network operators OP1 and OP3.

[0052] Thus, the connected HCV never has to manage a situation where connectivity criteria are insufficient to meet the required standards, nor does it have to find a new strategy (new allocation of network operators) in an emergency. It has been able to anticipate a new strategy and a switchover (change of network operator(s)) at the best time to guarantee optimal levels of service and safety.

[0053] According to other strategies, functionally illustrated in [Fig.4], and complementing the first strategy, the SGC management system can further adapt the ITI route in order to optimize the expected levels of service in terms of integrity, availability and performance by using MDI route modification control means in relation to the NAV navigation system of the connected VHC vehicle.

[0054] It can also, if necessary, adapt the dynamic behavior of the connected VHC vehicle (speed, ...) to take into account the state of the networks and to have at all times an appropriate behavior with regard to the achievable safety levels by using for this purpose control means for modifying the dynamic parameters MDV of the connected VHC vehicle via the AD AS, ADA system, controlling the dynamic control elements OCD of the VHC vehicle ([Fig. 1]).

[0055] These other strategies are represented in bold on [Fig.4].

[0056] Figure 5 illustrates, by means of a flowchart, the main steps of the management process according to the invention.

[0057] The method consists of continuously monitoring 200 the coverage data of one or more networks of network operators previously selected 100 from a panel of network operators operating the networks with which the connected HCV is able to communicate, and responding to a first current strategy for managing the connectivity of the connected HCV, determined.

[0058] After analyzing 300 of the coverage data provided by the network operators of the panel of network operators and third-party VHT vehicles capable of communicating in real time with the connected vehicle VHC, the process decides and establishes 400 a new connectivity management strategy on the determined route ITI, based on a degradation of the coverage data predicted upstream of the determined route ITI, thus anticipating said degradation.

[0059] Finally, the invention relates to a computer program product comprising instructions which, when the program is executed by a computer, or at least a computer of the SGC management system, lead the latter to implement the steps of the process as described above.

Claims

Demands

1. Method of managing the connectivity of a connected motor vehicle (CMV) capable of being connected to mobile communication networks operated respectively by specified operators, referred to as network operators, for the control of said connected vehicle (CMV) on a specified route (ITI);said connected vehicle (CV) comprising a connectivity management system (CMS) implementing said process, consisting of continuously monitoring (200) the network coverage data of one or more networks of previously selected network operators (100) from a panel of network operators operating the networks with which the connected vehicle (CV) is able to communicate, and responding to a first current connectivity management strategy determined and, after analysis of the network coverage data (300) provided by the network operators of the panel of network operators and third-party vehicles (THVs) able to communicate in real time with the connected vehicle (CV), to decide and establish (400) a new connectivity management strategy on the determined route (DRI), based on a degradation of the network coverage data predicted upstream of the determined route (DRI), thus anticipating said degradation.;

2. A method according to the preceding claim, consisting of deciding and establishing (400) a new connectivity management strategy when the degradation of at least one of the network coverage criteria among: availability, integrity and network performance, is predicted upstream of the determined route (ITI) from the coverage data.

3. A method according to any one of the preceding claims, wherein a first current connectivity management strategy consists of selecting at least two network operators (OP1, OP2) and wherein the new connectivity management strategy consists of selecting one or more new network operators from the panel so as to guarantee network coverage without degradation upstream of the determined route (ITI).

4. A method according to any one of the preceding claims, consisting of sharing, in real time, network coverage data provided by network operators and third-party vehicles (VHT) connected sharing, or having shared, the same determined route, with other third-party vehicles.

5. A method according to any one of the preceding claims, wherein the network coverage data includes dynamic maps (CDO) of network coverage areas, by network operator, provided by the network operators and supplemented by network coverage data provided by third-party vehicles (VHT), in relation to the determined route (ITI).

6. Product computer program comprising instructions which, when the program is executed by a computer, cause the computer to carry out the steps of the process according to any one of claims 1 to 5.

7. Connectivity management system (CMS) implementing the method according to any one of claims 1 to 5, comprising means for selecting (SEL) at least one network operator from a panel of network operators capable of communicating with the connected vehicle (CV), monitoring means (MDS), also called monitoring means, capable of continuously monitoring the network coverage data provided by the selected network operator, means (MAD) for analyzing network coverage data capable of predicting a degradation of network coverage data, upstream of the route of the connected vehicle (CV), provided by network operators and in real time by connected third-party vehicles (THVs), and capable of deciding on a change of network operator before the degradation of network coverage data, and means for updating (MAJ) the selected network operator(s) on the determined route.

8. Connectivity management system (CMS) according to the preceding claim, further comprising route change control means (MDI) and means for controlling modification of dynamic parameters of the connected vehicle (HCV).

9. Connected motor vehicle (CMV) comprising communication means (COM) capable of communicating with public terrestrial mobile networks operated respectively by network operators, according to 3G, 4G or 5G type communication protocols, and capable of communicating with third-party vehicles (THVs) connected according to a vehicle-to-vehicle communication protocol type V2V, for receiving network coverage data, coupled to a telematics control unit (TCU) comprising, or coupled to, a connectivity management system (CMS) according to any one of claim 7 or 8; said connected vehicle (CV) further comprising a navigation system (NAV) capable of modifying the determined route (ITI) of the connected vehicle (CV) and an AD AS (ADA) system capable of adapting the dynamic behavior of the connected vehicle (CV), coupled to the connectivity management system (CMS).

10. Connected motor vehicle (HCV) according to the preceding claim of the autonomous or remotely controlled vehicle type.

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