Method for estimating a greenhouse gas emission resulting from transport of at least one container on a path having at least one rail or navigable component

Abstract

The invention relates to a computer-implemented method (10) for automatically calculating a value characteristic of a greenhouse gas emission resulting from transport of at least one container on a first path by means of a vehicle travelling by rail, river or sea, the method (10) comprising: • receiving (REC1), by means of a communication interface, first data, second data and third data; • implementing the following steps by means of at least one computer: o first determination (DET1) of at least one component of the optimal path by means of a first algorithm, using the first data, the second data, and the third data, o second determination (DET2) of the first characteristic value by means of a second algorithm, using the component of the optimal path.

Description

[0001] Description

[0002] Title: METHOD FOR ESTIMATING GREENHOUSE GAS EMISSIONS RESULTING FROM THE TRANSPORT OF AT LEAST ONE CONTAINER ON A JOURNEY INCLUDING AT LEAST ONE RAIL OR NAVIGABLE COMPONENT

[0003] Field of invention

[0004] The invention relates to the field of methods for calculating greenhouse gas emissions.

[0005] In particular, the invention relates to the field of methods for estimating greenhouse gas emissions on a journey.

[0006] More particularly, the invention relates to the field of computer-implemented methods for estimating greenhouse gas emissions caused by the transport of one or more containers on a route comprising at least one rail or waterway component.

[0007] State of the art

[0008] Greenhouse gas emissions are a major global problem, contributing to global warming and its negative consequences, particularly for the environment and health. Carbon dioxide (CO2) emissions account for a significant portion of these greenhouse gas emissions, primarily from the combustion of fossil fuels in the transportation, energy, and industrial sectors.

[0009] The maritime transport sector alone accounts for more than 3% of global CO2 emissions, mainly from container transport, and approximately one-third of these emissions come from refrigerated containers (also known as "REEFERS"). The maritime sector has objectives to drastically reduce these greenhouse gas emissions, and measures to this end are planned for 2024. Maritime carriers remain responsible for emissions generated on land segments between ports and places of production and consumption.

[0010] To reduce greenhouse gas emissions, it is important to be able to accurately estimate these emissions during container transport journeys, and therefore, to be able to accurately reconstruct the journeys taken by the containers, so as to determine an optimal route for transporting a container between two positions.

[0011] However, one problem arises from the fact that containers are rarely equipped with GNSS (Global Navigation Satellite System) systems. And even when they are equipped, the systems have the disadvantage of having only low data resolution (with position data transmitted at low frequency, sometimes every hour or even several hours apart). With the aim of reducing greenhouse gas emissions, and due to the autonomy constraints of battery-powered GNSS systems, it would be counterproductive to equip containers with a location system transmitting position data at more regular time intervals.

[0012] While road and highway data are generally accessible through third-party systems, another problem arises when the route includes at least one railway or waterway, for which calculating distances traveled is not trivial in the absence of high-resolution GNSS data.

[0013] As a result, there is a need for a technical solution that allows greenhouse gas emissions to be precisely determined on a route with at least one rail or waterway component in the absence of position data or by means of position data transmitted at long time intervals, which opens up a number of possible route options for connecting these positions.

[0014] The invention aims to propose a solution to this technical need, so as to at least limit the aforementioned drawbacks.

[0015] Summary of the invention

[0016] According to a first aspect, the invention relates to a computer-implemented method for automatically calculating a first characteristic value characterizing a quantity of greenhouse gas emissions resulting from the transport of at least one container on an optimal route, the parameters of which comprise at least an initial position, a final position, and an optimal route connecting said initial position to said final position and comprising at least a first portion of rail or navigable road, said container being transported on said optimal route by means of at least a first vehicle capable of traveling on said first portion of road, the method comprising:

[0017] • Implementation of the following steps by means of at least one communication interface: o First reception of first data making it possible to determine said initial position and said final position of said optimal route; o Second reception of second data making it possible to characterize said first vehicle; o Third reception of third data making it possible to determine a plurality of optional routes whose parameters include at least the initial position, the final position, and an optional route connecting said initial position to said final position and being of the same nature as said optimal route;

[0018] • Implementation of the following steps by means of at least one calculator: o First determination of at least one component of the optimal path by means of a first algorithm, using the first data, the second data, and the third data, o Second determination of said first characteristic value by means of a second algorithm, using said component of the optimal path.

[0019] According to one embodiment, the method further comprises a step of segmenting the optimal path into a plurality of segments each characterizing at least one event making up said optimal path, at least one path component being determined for each segment of the plurality of segments, said characteristic value being determined by means of the second algorithm using said path components.

[0020] According to one embodiment, at least one segment of the plurality of segments characterizes a transport event of the container by means of the first vehicle on the first road portion, and at least one path component determined for said segment comprises a first length of said first road portion of the optimal path. According to one embodiment, at least one segment of the plurality of segments characterizes a transport event of the container by means of the first vehicle on the first road portion, and at least one path component determined for said segment comprises a greenhouse gas emission factor of the first vehicle on the first road portion.

[0021] According to one embodiment, at least one segment of the plurality of segments characterizes an event of storage of the container in a storage location, and at least one path component determined for said segment comprises a first storage duration of said container in said storage location.

[0022] According to one embodiment, the optimal route comprises at least one second portion of road of a different nature from the first portion of road and taken from a road, motorway, navigable, rail or air portion, the container being transported on said second portion of road by means of at least one second vehicle of a different nature from the first vehicle, the plurality of segments further comprising at least one first segment characterizing at least one first event of transport of the container on the first portion of road by means of the first vehicle, and further comprising at least one second segment characterizing at least one second event of transport of the container on the second portion of road by means of the second vehicle.

[0023] According to one embodiment, the optimal route comprises at least one portion of railway route determined by the implementation of the following steps by the calculator:

[0024] • First selection of a first fraction of the portion of railway road from a set of fractions of portions of roads by applying a first proximity criterion with the initial position;

[0025] • Second selection of a second fraction of the portion of railway road from among the set of portions of roads applying a second proximity criterion with the final position; • Third selection of a first initial reference point by applying a third proximity criterion with the first fraction and the second fraction of the portion of railway road;

[0026] • Fourth selection of a second final reference point by applying a fourth proximity criterion with the first fraction and the second fraction of the railway road section, and different from the third proximity criterion,

[0027] • Fifth selection of a plurality of road portion fractions connecting the first road portion fraction and the second road portion fraction to form the railway road portion by applying a fifth proximity criterion with the first initial reference point and the second final reference point.

[0028] According to one embodiment, the optimal route comprises at least one portion of river route determined by the implementation of the following steps by the calculator:

[0029] • Determination of a first polygon containing at least two positions of the optimal path on a graphic representation of a waterway including a river,

[0030] • Implementation of an algorithm using vertices of the first polygon to determine said portion of navigable road on said waterway.

[0031] According to one embodiment, the optimal route is the shortest feasible route between the first position and the second position. This shortest feasible route is for example determined by taking into account constraints linked to the nature of the load (number of containers, their characteristics, their capacity), constraints linked to the vehicle(s), meteorological constraints, greenhouse gas emission constraints, etc.

[0032] According to one embodiment, the optimal route comprises at least one second portion of road of a different nature from the first portion of road and taken from a road, motorway, navigable, rail or air portion, the container being transported on said second portion of road by means of at least one second vehicle of a different nature from the first vehicle, the plurality of segments further comprising at least one first segment characterizing at least one first event of transport of the container on the first portion of road by means of the first vehicle, and further comprising at least one second segment characterizing at least one second event of transport of the container on the second portion of road.

[0033] According to one embodiment, the optimal route is a multimodal route whose parameters include at least a second road portion of a different nature from the first road portion, the container being transported on the second road portion by means of a second vehicle of a different nature from the first vehicle, at least a first route component comprising a parameter associated with the first vehicle and / or the first road portion, and at least a second route component comprising a parameter associated with the second vehicle and / or associated with the second road portion.

[0034] According to one embodiment, a plurality of containers are transported on the optimal route at least one determined route component comprising at least one parameter associated with said plurality of transported containers.

[0035] According to one embodiment, at least one determined journey component comprises a number of containers transported and / or at least one model of container transported and / or at least one consumption profile of at least one type of refrigerated container and / or at least one total mass of the containers transported.

[0036] According to one embodiment, the parameters of said multimodal journey comprise at least one portion of navigable road and at least one portion of railway road.

[0037] According to one embodiment, the parameters of said multimodal journey comprise at least one portion of motorway road.

[0038] According to one embodiment, the parameters of said multimodal journey comprise at least one portion of air route.

[0039] According to one embodiment, the method further comprises a step of segmenting the optimal route into a plurality of segments each characterizing at least one event making up said optimal route, at least one segment of said plurality of segments characterizing an event associated with the transport of the container by means of the first vehicle on said first portion of road, at least one route component being determined for each segment of the plurality of segments, said characteristic value being determined by means of the second algorithm using said route components.

[0040] According to one embodiment, at least a first segment of the plurality of segments characterizes an event of transporting at least one container on the first portion of road by means of the first vehicle, and at least a second segment characterizes an event of loading said at least one container into the second vehicle, and at least a third segment characterizes an event of transporting said at least one container on the second portion of road by means of said second vehicle.

[0041] According to one embodiment, at least one segment of the plurality of segments characterizes an event of storage of the container in a storage location, and at least one journey component comprises a storage duration of the container in said storage location.

[0042] According to one embodiment, at least one trip component comprises a first greenhouse gas emission factor of the first vehicle on the first road portion, and at least one trip component comprises a second greenhouse gas emission factor on the second road portion.

[0043] According to another aspect, the invention relates to a system for automatically calculating the first characteristic value by means of the method according to the first aspect of the invention, the system comprising:

[0044] • Said at least one communication interface for receiving the first data, the second data and the third data;

[0045] • Said at least one calculator for: o Determining said at least one component of the optimal path by means of the first algorithm, using the first data, the second data, and the third data, o Determining the first characteristic value by means of the second algorithm, using said component of the optimal path. According to another aspect, the invention relates to a computer program product comprising instructions which, when the program is executed by a computer, cause the latter to implement the steps of the method of the invention.

[0046] In another aspect, the invention relates to a non-transitory computer-readable medium in which the computer program product is recorded. By "non-transitory medium" is meant that the computer-readable medium is a tangible medium. It is not a transient signal per se.

[0047] Brief description of the figures

[0048] Other characteristics and advantages of the invention will emerge on reading the detailed description which follows, with reference to the appended figures which illustrate:

[0049] Fig. 1: Steps in the process for automatically calculating the first characteristic value.

[0050] Fig.2: An example of a route for transporting one or more containers, including portions of sea and rail routes.

[0051] Fig.3: A step in determining a fragment of a portion of the railway route of the optimal route.

[0052] Fig.4: A step in determining a complete portion of the optimal railway route.

[0053] Fig.5: A step in determining a complete navigable route section of the optimal route.

[0054] Fig.6: A diagram illustrating an example of hardware configuration of the system according to the invention.

[0055] Detailed description of the invention

[0056] Generalities and definitions

[0057] Several definitions of terms used in this description are given below. These definitions should not be interpreted as strictly limiting the scope of the invention. They are simply intended to introduce certain concepts, and to contextualize certain terms used.

[0058] - "Computer-implemented method" means a method comprising a plurality of steps implemented by means of at least one computer. Such steps include, for example, steps of processing data received by means of a communication interface, for example data transmitted by remote equipment, or data received locally, for example from a local memory, or data resulting from measurements carried out by means of sensors. The data processing steps include, for example, steps of calculating characteristic values, calculating average, minimum or maximum values, or steps of comparing values ​​with threshold values.The data processing steps generate, for example, the execution of automatic steps by the calculator, such as the generation of a command to operate equipment, or the display of data according to a particular pattern, or any other step producing a technical effect and / or aimed at assisting a user in carrying out a technical task.

[0059] - A "container" means a loading unit transportable by one or more vehicles on at least one route of a journey, and capable of containing various goods, such as foodstuffs and perishables, liquids, medicines, general merchandise, or any other compatible unit, batch or commodity. The "container(s)" may have standardized dimensions to facilitate their handling and transfer between different vehicles, which may be trains, ships, trucks or airplanes, or any other suitable means of transport. The "container(s)" may be refrigerated containers, also known as "reefers", which are equipped with refrigeration systems to transport products requiring temperature control, such as perishable foodstuffs and certain pharmaceutical products.The container(s) may also be non-refrigerated, or dry, and used to store goods that do not require temperature control. - "Journey" means a series of events occurring during the transport of one or more containers from an initial position to a final position. These events may include, but are not limited to, transporting the containers along a specific section of track using a specific vehicle, transshipping the containers from a first vehicle, for example a truck, to a second vehicle, for example a train, barge or ship, loading the containers onto a vehicle, unloading the containers at a storage location, such as a port, etc.

[0060] - "Road" means the road or roads on which the vehicle or vehicles transporting the container or containers travel, and connecting an initial departure position to a final arrival position. The "road" may be composed of "road sections" each characterized by a "road category". For example, a "road" between a departure position and an arrival position may include a "first road section" corresponding to a waterway, a "second road section" corresponding to a railway, a "third road section" again corresponding to a waterway, a "fourth road section" corresponding to a road or motorway, and a "fifth road section" corresponding to an airway.In this description, we will refer to "road categories" or "track categories" to distinguish between waterways, roads or motorways, railways and airways. We will also refer to "vehicle category" to distinguish between vehicles capable of running on the different track categories. For example, a "first vehicle category" may include railway vehicles, a "second vehicle category" may include road vehicles, a "third vehicle category" may include ships and barges, etc. - "Optimal route" means a route determined from a plurality of possible route options for a given transport vehicle, between an initial (or departure) position and a final (or arrival) position and for which the greenhouse gas emission value will be minimal compared to the other route options (or optional routes).Such an optimal route will, for example, present the shortest distance to be traveled to reach the final position from the initial position among all the optional routes. In addition, the “optimal route” will be determined among all the “optional routes” that are of the “same nature”. This means that the “optional routes” from which the “optimal route” is determined all comply with the same constraints of routes taken or categories of vehicles used. For example, between an initial position and a final position, if the input data makes it possible to determine that the container(s) were transported using only a rail vehicle, the “optional routes” from which the “optimal route” will be determined will include all the route options making it possible to connect the initial position to the final position by rail.For more complex journeys, for example involving at least two different vehicle categories, these constraints can be applied to portions of the journey, for example a railway constraint between the initial position and an intermediate position, and a waterway constraint between the intermediate position and the final position.

[0061] - "Optimal route" means the route that connects the initial position to the final position according to the "optimal path". Similarly, "optional route" means a route connecting the initial position to the final position according to an "optional path" of the "same nature" (see definition above) as the "optimal path".

[0062] - “Segment” means a portion of the “journey” characterizing one or more events of this journey. In other words, according to embodiments of the invention, the journey is “divided” into “segments” which each correspond to one or more events of the journey. Thus, all of the “segments” form the “journey”. According to an illustrative example, the container is transported on an “optimal journey” between an initial position and a final position connected by an “optimal route” comprising a first portion of rail road and a second portion of navigable road.According to this example, the journey is segmented into a first segment characterizing an event of transporting the container on the first portion of rail road, a second segment characterizing an event of storing the container in a port for a predetermined duration, and a third segment characterizing an event of transporting the container on the second portion of navigable road from the port to the final position.

[0063] The term "multimodal journey" means a "journey" comprising at least two "segments" characterizing container transport events on "roads of different types" (e.g., navigable, road, air, rail). In other words, in this description, we speak of a "multimodal journey" when the "journey" is carried out on at least two tracks (or roads) adapted for vehicles of different types (for example, and without limitation: container truck for a road route, freight train for a rail route, airplane for an air route, container ship for a navigable route, etc.)

[0064] - A "journey component" is a parameter relating to the journey. This is, for example, a value characterizing an event of the journey, such as a value of distance traveled, for example the length of at least one section of road, or a value of time elapsed between two events (for example, the storage time of a container in a storage location).

[0065] - "Waterway" means a route that can be traveled by means of a vehicle capable of moving on water, for example a barge or a ship. Waterways may include, for example, at least one river and / or at least one seaway.

[0066] This description is based on several embodiments. Several alternative embodiments are described for each of these embodiments. These alternative embodiments can be applied indifferently to each of these embodiments. Thus, the characteristics described for one embodiment are directly applicable to another embodiment if these characteristics are compatible. The invention protects the different combinations of characteristics described through these embodiments.

[0067] For the sake of brevity, the computer-implemented method 10 will be referred to interchangeably as “computer-implemented method 10” or “method 10” in the remainder of the description to designate the same method.

[0068] According to a first aspect, with reference to FIG. 1, the invention relates to a computer-implemented method 10 for automatically calculating a first characteristic value. gicharacterizing a quantity of greenhouse gas emissions resulting from the transport of at least one container 200 on an optimal route TJA whose parameters include at least one initial position POSi, one final position POS2, and one optimal route ROA connecting said initial position POS1 to said final position POS2 and comprising at least one first portion of railway or navigable road Ri, said container 200 being transported on said optimal route TjA by means of at least one first vehicle 110 capable of circulating on said first portion of road Ri, the method 10 comprising:

[0069] • Implementation of the following steps by means of at least one communication interface 270: o First reception REC1 of first data D1 making it possible to determine said initial position POS1 and said final position POS2 of said optimal route TJA; o Second reception REC2 of second data D2 making it possible to characterize said first vehicle 110; o Third reception REC3 of third data D3 making it possible to determine a plurality of optional routes Tj 1 , ... , Tjx whose parameters include at least the initial position POSi , the final position POS2, and an optional route R01, Ro x connecting said initial position POS1 to said final position POS2 and being of the same nature as said optimal route ROA;

[0070] • Implementation of the following steps by means of at least one calculator 200: o First determination DET1 of at least one component CJA of the optimal path TJA by means of a first algorithm F1, using the first data D1, the second data D2, and the third data D3, o Second determination DET2 of said first characteristic value V gi by means of a second algorithm F2, using said CJA component of the optimal path TJA.

[0071] Technical effects / Advantages of the invention

[0072] An advantage of the invention is that it makes it possible to precisely estimate the greenhouse gas emissions caused by the transport of one or more containers on a route including at least one rail or waterway portion.

[0073] Another advantage of the invention is that it makes it possible to determine an optimal route for transporting one or more containers from a first position to a second position when several route options are possible.

[0074] Another advantage of the invention is that it makes it possible to reconstruct a transport route of one or more containers using a minimal amount of location data for said containers. This is particularly advantageous in the context of reducing greenhouse gas emissions, and therefore reducing energy consumption, since it makes it possible to limit the frequency of transmissions of positioning data for the containers during their transport on a given route.

[0075] Another advantage of the invention is that it makes it possible in certain cases to determine a route solely by means of location data of container transshipment locations. Another advantage of the invention is that it makes it possible to identify an optimal route when the container(s) are transported at least partially by rail and / or waterway.

[0076] Another advantage of the invention is to determine relevant values ​​that can be used to work towards reducing greenhouse gas emissions when transporting one or more containers on a route.

[0077] Reception of the first data Di

[0078] With reference to FIG. 1, the method 10 comprises a step of first reception RECi of first data Di making it possible to determine the initial position POSi of the optimal path TjA and to determine the final position POS2 of the optimal path TJA. The step of first reception RECi is implemented by means of at least one communication interface 270.

[0079] According to one embodiment, the first received data Di comprise the initial position POSi and / or the final position POS2. These are, for example, positions transmitted by a geolocation device arranged on the container 200 or in its vicinity, or arranged on the vehicle 110 or in its vicinity.

[0080] Optionally, the first received data D1 comprises GNSS (Geolocation and Navigation by a Satellite System) coordinates. The first data D1 is for example received by means of a GPS (Global Positioning System) receiver. The first received data D1 comprises for example geographic coordinates of at least one position of the container 200. The geographic coordinates are for example received in a plurality of dimensions, for example three, which comprise for example a longitude, and / or a latitude and / or an altitude.

[0081] Optionally, the first D1 data received includes time-stamped data.

[0082] Optionally, the first data D1 received comprises at least one address, such as an address of a transshipment site of the container 200 or an address of a storage site of the container 200.

[0083] An advantage is that it allows the calculation of a distance traveled by the container and the mode of transport used to transport said container to be known. Optionally, the first data Di received includes speed data. This is, for example, a speed of movement of the container 200 on the optimal route TJA (for example, a speed of movement of the vehicle loading the container 200).

[0084] Optionally, the first data Di received includes data making it possible to determine a position of a transshipment site of the container 200. This is for example an address of this transshipment site of the container.

[0085] In one embodiment, at least one component CjA of the optimal route TJA is determined using said data making it possible to determine a position of a transshipment site of the container 200.

[0086] Optionally, the first data Di received includes data making it possible to determine a position of a storage site of the container 200. This is for example an address of this storage site of the container.

[0087] In one embodiment, at least one component CjA of the optimal path TJA is determined using said data making it possible to determine a position of a storage site of the container 200.

[0088] According to one embodiment, the first received data Di comprise data making it possible to determine the initial position POSi and / or the final position POS2 by means of a calculation step. This involves, for example, time-stamped position data corresponding to positions located between the initial position and the final position and speed data.

[0089] Receiving the second D2 data

[0090] With reference to FIG. 1, the method 10 comprises a second reception step REC2 of second data D2 making it possible to characterize the first vehicle 110. The second data D2 are received by means of at least one communication interface. According to one case, it is the same communication interface 270 as that receiving the first data D1. Alternatively, it is a different communication interface.

[0091] According to one embodiment, the second data D2 comprises identification data of the first vehicle 110.

[0092] Optionally, the identification data of the first vehicle 150 comprises identification data of a vehicle category to which the first vehicle 150 belongs. Examples of vehicle categories include a category of vehicles capable of traveling on a land route, such as a road or a highway, a category of vehicles capable of traveling on a waterway, such as a river or on the high seas, a category of vehicles capable of traveling on a railway, or a category of vehicles capable of traveling on an air route, such as an air corridor.

[0093] Optionally, the identification data of the first vehicle 150 comprises identification data of a type of vehicle. The term “type” of vehicle means a particular vehicle among a plurality of vehicles capable of traveling on the same category of lane, or same category of road. For example, for a waterway, a first “type” of vehicle could comprise container ships.

[0094] Optionally, the identification data of the first vehicle 150 includes identification data of a vehicle model. The term “model” of vehicle refers to a subcategory of the “types” of vehicles. To return to the previous example, the first “type” of vehicle includes container ships among which there are several “models” each having specific technical characteristics.

[0095] One advantage is that it allows for a more precise determination of the characteristic value of greenhouse gas emissions.

[0096] According to one embodiment, the second data D2 comprise data characteristic of the container 200. This is for example data characterizing a number of containers, a category of container (for example refrigerated or non-refrigerated), a mass of the container, a consumption of the container in the case of a refrigerated container, a volume of the container, etc.

[0097] One advantage is that it allows a vehicle used to transport the 200 container(s) to be identified using specific constraints imposed by the containers being transported.

[0098] Receiving third D3 data

[0099] The method comprises a third reception step REC3 of third data D3 making it possible to determine a plurality of optional paths Tji ... , Tjx whose parameters comprise at least the initial position POS1, the final position POS2, and an optional route R01, ... , Ro x connecting said initial position POSi to said final position POS2 and being of the same nature as said optimal route ROA.

[0100] Optionally, the third data D3 includes data for determining a plurality of railway routes. These are, for example, “portions of railway route portions”, or “LineStrings”.

[0101] Optionally, the third data D3 includes data for determining a plurality of routes on a waterway.

[0102] Optionally, the third data D3 includes data for determining a plurality of air routes.

[0103] Optionally, the third data D3 includes data making it possible to determine a plurality of road or motorway routes.

[0104] Determination of the CjA path components

[0105] The method 10 comprises a step of first determination DET1 of at least one path component CjA of the optimal path TjA by means of a first algorithm F1, using the first data Di, the second data D2, and the third data D3.

[0106] According to one embodiment, at least one path component CjA of the optimal path TjA is received by means of a communication interface and used to calculate the first characteristic value V g i. For example, this is energy consumption data for refrigerated container systems.

[0107] One advantage is to use data to calculate the first characteristic value giby avoiding a calculation step prior to the use of this data.

[0108] According to one embodiment, at least one path component CjA of the optimal path TjA comprises an energy consumption value used to calculate the first characteristic value V g i.

[0109] Optionally, at least one journey component CjA comprises at least one consumption data of at least one refrigerated container used to calculate the first characteristic value V g i. One advantage is that the energy consumption of refrigerated containers is taken into account in the overall calculation of greenhouse gas emissions on a journey.

[0110] Optionally, at least one CJA journey component comprises at least one energy consumption data of at least one vehicle transporting the container 200 on the optimal TJA journey used to calculate the first characteristic value Vgi .

[0111] Optionally, at least one CJA path component includes a parameter of at least one road portion or at least one route of the optimal TJA path.

[0112] Examples of parameters of a road or a portion of a road include, but are not limited to, a length such as a distance to be traveled between a starting point of the vehicle and an arrival point corresponding to an end of journey or a particular event (transshipment, storage, etc.), a type of road (e.g.: road, rail, navigable, air, etc.).

[0113] Optionally, at least one CJA route component includes a parameter of at least one vehicle used to transport the container 200 over at least a portion of the optimal TJA route.

[0114] Examples of vehicle parameters include, but are not limited to, a vehicle category, type or model, vehicle energy consumption data, vehicle loading data (e.g., number of containers transported, their category (refrigerated, non-refrigerated), their models, their consumption profile for refrigerated containers, their mass (e.g., taking into account their container), etc.).

[0115] According to one embodiment, at least one CJA route component comprises a greenhouse gas emission factor ZEMX of at least one vehicle, or vehicle model, used to transport the container 200 on the optimal TJA route.

[0116] A "greenhouse gas emission factor" is a ratio between the amount of greenhouse gas emitted and the distance traveled by the vehicle. These "greenhouse gases" include gases composed of carbon monoxide (CO), carbon dioxide (CO2), sulfur dioxide (SO2), hydrocarbons (HC), nitrogen oxides, lead particles, etc.

[0117] The emissions factor is denoted “ZEMX” to refer to the emissions factor associated with the “X ème vehicle”. For example, the emissions factor associated with the first vehicle 110 will be noted ZEMI, the emissions factor associated with the 2 ème vehicle 120 will be noted ZEM2, and so on depending on the number of vehicles used to transport the container(s) 200 on the optimal TJA route.

[0118] Optionally, the ZEMX emission factor depends on a vehicle category used to transport the 200 container (e.g. heavy goods vehicles, ships, river barges, trains, etc.).

[0119] Optionally, the greenhouse gas emission factor ZEMX depends on a load carried by the vehicle used to transport the 200 container. For example, the emission factor will be likely to increase when the number of 200 containers carried by the same vehicle increases.

[0120] According to one embodiment, at least one path component CJ comprises a characteristic value of at least one container 200 transported by at least one vehicle 200 on the optimal path TJA.

[0121] According to one embodiment, at least one journey component CJ comprises a duration. This is for example a duration of an event, for example a duration of a journey on the optimal route R OOR on a section of road Ri, ..., R n , or even a storage duration of the container 200 in a storage location, for example a port.

[0122] According to one embodiment, at least one journey component CJ is determined by querying a third-party system. This is, for example, a system capable of communicating with a communication interface of the system to transmit data making it possible to calculate distances, for example distances traveled on roads and / or highways.

[0123] Path segmentation (Si, Sn)

[0124] According to one embodiment, the method 10 comprises a step SEG1 of segmenting the optimal path TJA into a plurality of segments Si, ..., Sn. According to one embodiment, at least one segment taken from the plurality of segments Si, Sn characterizes at least one event composing the optimal path TJA.

[0125] Optionally, each segment of the plurality of segments Si, ... , Sn characterizes at least one event composing the optimal path TJA.

[0126] Examples of events include, but are not limited to, transporting the container 200 on a road or portion of a road (air, road, motorway, waterway, rail) by means of at least one vehicle, loading the container 200 into a vehicle, unloading the container 200 from a vehicle that is transporting it, for example to a storage location, transshipping the container 200 from one vehicle to another vehicle, etc.

[0127] Optionally, at least one segment of the plurality of segments Si, .... Sn characterizes a plurality of events composing the optimal path TjA.

[0128] For example, the same segment is likely to characterize an event of loading the container on board a vehicle and an event of transporting the container on a portion of the road of the journey using this vehicle.

[0129] Optionally, at least one segment of the plurality of segments Si, ..., Sn characterizes a transport event of the container 200 by means of a first vehicle 110 on a first portion of road Ri.

[0130] Optionally, at least two segments of the plurality of segments Si, ..., Sn each characterize a transport event of the container 200 by means of a vehicle of a different category, and on portions of roads of a different nature, at least one portion of road comprising a railway or navigable portion.

[0131] For example, a first segment is likely to characterize an event of transporting the container 200 on a railway track in a freight train, and a second segment is likely to characterize an event of transporting the container 200 on a road track by means of a heavy goods vehicle. Other examples include an event of transporting the container 200 on a waterway by means of a suitable vehicle, such as a ship, or an event of transporting the container on an airway by means of a suitable vehicle, such as an airplane suitable for transporting containers.

[0132] Determining the optimal TJA route: the case of rail and maritime transport

[0133] The method 10 comprises a step of first determination DETi of at least one component CJA of the optimal route TJA using the first data Di making it possible to determine the initial position POSi and final position POS2 of the optimal route TJA, the second data D2 making it possible to characterize the first vehicle 110, and the third data D3 making it possible to determine a plurality of optional routes Tji, ... , Tjx whose parameters comprise at least said initial position POS1, said final position POS2 and an optional route R01, ... , Rox connecting said initial position POS1 to said final position POS2 and being of the same nature as the optimal route ROA of the optimal route TJA.

[0134] According to an illustrative example, the first data makes it possible to determine an initial position POS1 and a final position POS2, the second data makes it possible to characterize that the first vehicle 110 is a vehicle traveling on a railway track, and the optimal route TJA is determined DET1 from among a plurality of optional routes Tji, ..., Tjx, the parameters of which each comprise an optional route R01, ..., Rox making it possible to connect the initial position POS1 to the final position POS2 or to an intermediate position by a railway track (so that the latter is compatible with the first vehicle 110).

[0135] According to one embodiment, at least one path component CJA of the optimal path TJA is determined by means of a graphical representation of parameters of the optimal path TJA. This is for example a graphical representation of a set of points connected together to form the optimal route ROA, OR at least one portion of route Ri, .... R x said optimal TJA path

[0136] According to one embodiment, at least one component QA of the optimal path TJA is determined by means of at least one calculator using a proximity criterion with at least one position. This is for example a proximity criterion with the initial position POS1, or a proximity criterion with the final position POS2, or a proximity criterion with an intermediate position located between the initial position POSi and the final position POS2.

[0137] According to one case, the CJA component of the optimal TJA journey comprises, for example, a “fraction of road portion FxRx” or “portion of road portion”, that is to say, considering, for example, a case of a multimodal journey with a first rail road portion and a second navigable road portion, “a portion of the rail road portion” of the multimodal journey.

[0138] The "portion of road portion" corresponds, for example, to a one-dimensional object representing a sequence of points and line segments that connect them, to form a representation of a road segment. This is, for example, a "LineString" instance in "SQL" language and according to Anglo-Saxon vocabulary.

[0139] According to an illustrative example, an algorithm implemented to determine a railway route portion Rxi of the optimal route is likely to determine a unit of this route portion (or “portion of portion” of route, or “LineString”) by applying a proximity criterion with the initial position POS1 and an intermediate position. In this case, the route portion unit closest to both the initial position POS1 and the intermediate position is likely to be selected from the set of available options, which are for example determined using the third data D3.

[0140] According to another case, the CJA component of the optimal route TJA comprises a position, such as a loading, transhipment or arrival location address, or such as a reference point Xx. In this case, the proximity criterion is for example applied by taking into account another CJA component of the optimal route TJA. The proximity criterion is for example applied by taking into account a “portion of a road portion”, for example itself determined by applying a proximity criterion with another CJA component of the optimal route TJA, such as the initial position POS1 or the final position POS2, as seen in the previous example.

[0141] According to another example, the proximity criterion corresponds to a maximum deviation from at least one predefined position, for example the initial position POS1, or the final position POS2 (or an intermediate position if the journey comprises more than one road section). For example, a journey component CJA is likely to be determined by applying a minimum / maximum longitude and / or minimum / maximum latitude constraint with respect to the initial position POSi and / or with respect to the final position POS2.For example, a plurality of portions of road sections forming the railway road section connecting the initial position POS1 and the final position POS2, (or connecting the initial position POS1 and an intermediate position if the journey comprises more than one road section) are likely to be determined by applying a constraint according to which the respective minimum latitudes and longitudes of these portions of road sections must be between the minimum latitude / longitude minus 0.05 degrees of a given position, for example the position of a reference point Xx, and the maximum latitude / longitude plus 0.05 degrees of this same reference point Xx.

[0142] An advantage is to ensure that only "portions of road portions" located at a maximum distance in degrees of longitude / latitude from the midpoints will be taken into account.

[0143] According to one embodiment, at least one path component Cj is determined by applying an angular criterion. The angular criterion comprises for example an angle value constraint in degrees, for example 60°, between at least one “portion of road portion” connecting a “midpoint of the portions of road portions” and a first reference point X1, for example determined according to a criterion of proximity to the initial position POS1, and at least one “portion of road portion” connecting said “midpoint of the portions of road portions” to a second reference point X2, for example determined according to a criterion of proximity to the final position POS2 or an intermediate position.

[0144] According to one embodiment, at least one CJA path component of the optimal TJA path is extracted from a graphical representation of at least one other CJA path component of the optimal TJA path.

[0145] For example, a set of points is likely to be extracted from the "LineStrings" forming the portion of railway route.

[0146] According to one embodiment, at least one CJA path component is filtered to eliminate values ​​not representative of a real case.

[0147] For example, outlier angle values ​​of "LineStrings" on a graphical representation of a route as a function of latitude and longitude, e.g. angles greater than 90° with a start or end point, are likely to be filtered out as too abrupt a deviation value for a running train.

[0148] One advantage is to reduce the number of points in a line while maintaining its overall shape.

[0149] According to one embodiment, at least a road portion of the optimal route is determined using a geometric method.

[0150] According to one embodiment, the optimal route is determined using a geometric method.

[0151] Optionally, the method 10 comprises a step of determining a polygon containing at least two positions on a graphical representation of a set of positions. The two positions comprise, for example, the initial position POSi and / or an intermediate position and / or the final position POS2.

[0152] Optionally, the polygon containing said at least two positions is determined by means of an algorithm using a first polygon containing a first of the two positions on said graphical representation, and using a second polygon comprising the second position on said graphical representation. The algorithm comprises for example an implementation of a step of generating a quadrilateral on said graphical representation, for example a rectangle, the vertices of which correspond to the maximum and minimum longitudes and latitudes of the vertices of the polygons comprising said positions. The quadrilateral is for example generated with an uncertainty on the maximum and minimum longitudes, for example an uncertainty of 1. The algorithm then comprises for example a step of determining a polygon comprising the two positions, for example by means of a step of generating a multi-polygon using said polygons and said quadrilateral.

[0153] One advantage is to obtain a working basis for determining the optimal route in the case of a journey on a waterway.

[0154] Optionally, the method 10 comprises a step of determining at least one “portion of road portion”, or “LineString” the shortest connecting said positions contained by the polygon. This step is for example carried out using a Python library suitable for the study of graphs and networks, for example NetworkX. Optionally, a plurality of path components CTJ are sorted using a neighborhood search algorithm. The sorted path components CJA are for example the points connecting the initial position POSi to the final position POS2, or to an intermediate position. The neighborhood search algorithm comprises for example a “nearest neighbor algorithm”.

[0155] Optionally, the method 10 comprises the implementation of a line simplification algorithm. This is for example a “LineStrings” simplification algorithm. The line simplification algorithm comprises for example a Douglas-Peucker algorithm. The line simplification algorithm comprises for example a step of determining the extreme points of a line (for example an initial position and an arrival position). The line simplification algorithm comprises for example a step of comparing a distance between two points with a threshold value to determine whether or not to add a point to a simplified line. The line simplification algorithm is for example applied recursively to sub-segments formed by determined points, so as to further simplify these sub-segments.

[0156] Optionally, the method 10 comprises a step of post-processing the path components CJA determined by means of the first algorithm F1. This is, for example, a step of determining an optimal “LineString” for a given route category, for example an optimal “LineString” for navigation in the case of a waterway.

[0157] Optionally, at least one CJA component of the optimal path Tj A includes a “Shortest Feasible Distance” or “SFD” as defined by ISO14083.

[0158] Determination of the characteristic value of greenhouse gas emissions

[0159] The method 10 comprises a second determination step DET2 of said first characteristic value gi by means of a second algorithm F2, using said component CjA of the optimal path TjA.

[0160] According to one embodiment, the first characteristic value V giis determined by means of the second algorithm F2 using a plurality of CJA journey components. These are, for example, a plurality of distance values ​​corresponding to portions of roads making up the journey, or characteristic values ​​determined according to a vehicle category or a lane category, or according to a type of load transported, for example a number of containers and their characteristics (mass, consumption, number, etc.).

[0161] According to one embodiment, the first characteristic value V gi is determined by means of the second algorithm F2 using a plurality of greenhouse gas emission factors ZEMX of at least one vehicle used to transport the container 200 on the optimal route TJA.

[0162] According to one embodiment, the first characteristic value V giis calculated using at least one energy consumption data of at least one vehicle used to transport the container 200.

[0163] According to one embodiment, the first characteristic value V gi is calculated using at least one consumption data of at least one refrigerated container. For example, a first value corresponding to the emissions linked to the transport of the containers on a journey can be calculated, and a second value corresponding to the emissions of a share of refrigerated containers among all the containers transported can be calculated, and these two values ​​are for example added to determine the first characteristic value V gi .

[0164] Optionally, the determination of the first characteristic value V giincludes a step of converting a determined value into a carbon dioxide equivalent emissions value, or “CO2 equivalent”. A carbon dioxide equivalent emissions value, or “CO2 equivalent”, means the quantity of carbon dioxide that would cause the same cumulative radiative forcing over a given period of time as the quantity of greenhouse gas from which it is determined.

[0165] According to another aspect, the invention relates to a system for automatically calculating the first characteristic value V g i.

[0166] The system further comprises at least one communication interface 270 for receiving the first data D1, the second data D2 and the third data D3.

[0167] The system further comprises at least one calculator 200. The calculator 200 is configured to: • Determine DETi at least one component CJA of the optimal path TJA by means of the first algorithm Fi, using the first data Di, the second data D2, and the third data D3.

[0168] • Determine DET2 the first characteristic value gi by means of the second algorithm F2, using said CJA component of the optimal path TJA.

[0169] According to another aspect, the invention relates to a computer program product comprising instructions which, when the program is executed by a computer, cause the latter to implement the steps of the method of the invention.

[0170] According to another aspect, the invention relates to a non-transitory computer-readable medium in which the computer program product is recorded. By "non-transitory" medium, it is meant that the computer-readable medium is a tangible medium, it is not a transient signal per se.

[0171] Hardware configuration

[0172] Figure 6 is a diagram illustrating an exemplary hardware configuration of the system 1000 according to the invention.

[0173] From a hardware perspective, the system 1000 can be viewed as a computer interacting with a computer program product.

[0174] The system 1000 is a computer, for example, a microcomputer, a computer network, an electronic component, a tablet, a smartphone or a personal digital assistant (PDA).

[0175] The system 1000 comprises a computing module 200. This computing module 200 comprises, for example, one or more processors capable of interpreting instructions in the form of a computer program, a programmable logic circuit, such as an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), a programmable logic device (PLD) and programmable logic arrays (PLA), a system-on-chip (SOC), an electronic card in which steps of the method 10 according to the invention are implemented in hardware elements. The processing can be executed by a processor, or simultaneously or sequentially, or alternatively, by one or more processors.The calculation module 200 comprises a data processing module 201 for performing calculations, a memory 202, operatively coupled to the data processing circuit 201, a computer-readable medium 204 and possibly a reader 203 adapted to read the computer-readable medium 204.

[0176] The system 1000 also includes an input device, an output device, and a communication device 110.

[0177] Each function of the system 1000 is performed by causing the data processing module 201 to read a predetermined program from hardware such as the memory 202 such that the data processing module 201 performs calculations, controls communications performed by the communication device 110 and reads and / or writes data to the memory 202 and the computer-readable medium 204.

[0178] The process is performed on a single computer or on a system distributed among multiple computers (particularly through the use of cloud computing).

[0179] The memory 202 is a computer-readable storage medium and may be configured with, for example, at least one of the following: a read-only memory (ROM), an erasable programmable read-only memory (EPROM), an electrically erasable programmable read-only memory (EEPROM), a random access memory (RAM), and another suitable storage medium. The memory 202 may include an operating system and load the programs according to the invention. It includes registers adapted to store parameter variables created and modified during the execution of the aforementioned programs.

[0180] The program product may include the computer-readable recording medium 204 which is a tangible device, not being a transient signal in itself, and may be configured with, for example, at least one of the following: a removable medium, such as, but not limited to, a magneto-optical disc (e.g., a Compact Disc Read-Only Memory (CD-ROM), a Digital Versatile Disc (DVD), a removable disk, a hard disk drive, a smart card, a flash memory device (e.g., a card, a key), a magnetic tape, a database, a server, and other suitable storage medium.

[0181] Alternatively, the program instructions are obtained from an external source and downloaded via a network. This is particularly the case for applications. In this case, the computer program product comprises a computer-readable data carrier on which the program instructions are stored or a data carrier signal on which the program instructions are encoded.

[0182] The invention also relates to a computer program product comprising the computer-readable medium 204 containing instructions which, when executed by the circuit, cause the system 1000 to implement step 100 of the method according to the invention.

[0183] The form of the program instructions is, for example, a source code form, a computer-executable form, or any intermediate form between a source code and a computer-executable form, such as the form resulting from the conversion of the source code via an interpreter, an assembler, a compiler, a linker, or a locator. Alternatively, the program instructions are microcode, firmware instructions, state definition data, integrated circuit configuration data (e.g., VHDL), or object code. The program instructions are written in any combination of one or more programming languages, for example, an object-oriented programming language (C++, JAVA, Python), a procedural programming language (e.g., C language).

[0184] The system 1000 further comprises a user interface 320 comprising an input device 321 and an output device 322.

[0185] The user interface 320 comprises an input device 321 for allowing a user to enter data or commands so as to be able to interact with the programs according to the invention. The input device 321 comprises, for example, a keyboard or a pointing interface, such as a mouse, a light pen, a touchpad, a remote control, a voice recognition device, a haptic device. The output device 322 is designed to return information to a user, in a sensory or electrical manner, such as, for example, visually or audibly. The output interface 322 comprises, for example, a graphical interface. The output interface 322 may be the input device, for example, in the case of a touch pad.

[0186] The set of at least one communication device 110 allows communication between the elements of the system 1000 and possibly between at least one element of the system and a device external to the system 1000. This communication device 110 can establish a physical link between elements of the system 1000 and / or between an element of the system 1000 and a device external to the system 1000 and / or a remote communication link (wireless) between elements of the system 1000 and / or between an element of the system and a device external to the system 1000.

Claims

Claims 1. Computer-implemented method (10) for automatically calculating a first characteristic value ( g i) characterizing a quantity of greenhouse gas emissions resulting from the transport of at least one container (200) on an optimal route (”TJ ) whose parameters include at least an initial position (POSi), a final position (POS2), and an optimal route (ROA) connecting said initial position (POS1) to said final position (POS2) and comprising at least a first portion of road (Ri) by rail or waterway, said container (200) being transported on said optimal route (TJA) by means of at least a first vehicle (110) capable of traveling on said first portion of road (Ri ), the method (10) comprising: • Implementation of the following steps by means of at least one communication interface (270): o First reception (REC1) of first data (D1) comprising the initial position (POS1) and / or the final position (POS2), said positions being transmitted by a geolocation device arranged on the container (200) or in its vicinity, or arranged on the vehicle (110) or in its vicinity; o Second reception (REC2) of second data (D2) making it possible to characterize said first vehicle (110); o Third reception (REC3) of third data (D3) making it possible to determine a plurality of optional paths (Tji, Tjx) whose parameters comprise at least the initial position (POS1), the final position (POS2), and an optional route (R01, ..., Rox) connecting said initial position (POS1) to said final position (POS2) and being of the same nature as said optimal route (ROA); • Implementation of the following steps using at least one calculator (200): o First determination (DETi) of at least one component (CJA) of the optimal path (TJA) by means of a first algorithm (Fi), using the first data (Di), the second data (D2), and the third data (D3), o Second determination (DET2) of said first characteristic value (V gi ) by means of a second algorithm (F2), using said component (A) of the optimal path (”TJA).

2. Method according to claim 1, wherein the optimal route (TJA) is a multimodal route whose parameters comprise at least one second road portion (R2) of a different nature from the first road portion (Ri), the container (200) being transported on the second road portion (R2) by means of a second vehicle (120) of a different nature from the first vehicle (110), at least one first route component (CJAI) comprising a parameter associated with the first vehicle (110) and / or with the first road portion (Ri), and at least one second route component (CjA2) comprising a parameter associated with the second vehicle (120) and / or associated with the second road portion (R2).

3. Method according to any one of the preceding claims, in which a plurality of containers (200) are transported on the optimal route (TJA), and in which at least one determined route component (CJA) (DET1) comprises at least one parameter associated with said plurality of transported containers (200).

4. Method according to claim 3, wherein at least one determined (DET1) journey component (CJA) comprises a number of containers (200) transported and / or at least one model of container (200) transported and / or at least one consumption profile of at least one type of refrigerated container and / or at least one total mass of the containers (200) transported.

5. Method according to any one of claims 2 to 4, wherein the parameters of said multimodal journey comprise at least one portion of navigable road and at least one portion of railway road.

6. Method according to any one of claims 2 to 5, wherein the parameters of said multimodal journey comprise at least one portion of motorway road.

7. Method according to any one of claims 2 to 6, wherein the parameters of said multimodal journey comprise at least one portion of air route.

8. Method (10) according to any one of the preceding claims, further comprising a step of segmenting (SEGi) the optimal route (TJA) into a plurality of segments (Si, .... Sn) each characterizing at least one event composing said optimal route (TJ), at least one segment of said plurality of segments (Si, ... , Sn) characterizing an event associated with the transport of the container (200) by means of the first vehicle (110) on said first portion of road (Ri), at least one route component (CJA) being determined (DETi) for each segment of the plurality of segments (Si, ... , Sn), said characteristic value (Vg i) being determined by means of the second algorithm (F2) using said path components (CJA).

9. Method according to any one of claims 2 to 7 and according to claim 8, wherein at least one first segment (Si) of the plurality of segments (Si, ..., Sn) characterizes an event of transporting at least one container (200) on the first portion of road (Ri) by means of the first vehicle (110), and wherein at least one second segment (S2) characterizes an event of loading said at least one container (200) into the second vehicle (120), and wherein at least one third segment (S3) characterizes an event of transporting said at least one container (200) on the second portion of road (R2) by means of said second vehicle (120).

10. Method according to claim 9, in which at least one segment of the plurality of segments (Si, Sn) characterizes a storage event of the container (200) in a storage location, and in which at least one path component (A) comprises a storage duration of the container (200) in said storage location.

11. Method according to any one of claims 2 to 9, wherein at least one journey component (CJA) comprises a first greenhouse gas emission factor (ZEMI) of the first vehicle (110) on the first road portion (Ri), and wherein at least one journey component (CJA) comprises a second greenhouse gas emission factor (ZEM2) on the second road portion (R2).

12. Method (10) according to any one of the preceding claims, in which the optimal route (TJA) comprises at least one portion of railway route (Rxi) determined by the implementation of the following steps by the calculator (200): • First selection (SEL1) of a first fraction (FiRx) of the portion of railway road (Rxi) from a set of fractions of road portions (FxRx, .... F y R x ) by applying a first proximity criterion with the initial position (POS1); • Second selection (SEL2) of a second fraction (F2Rx) of the portion of railway road (Rxi) from among the set of road portions (FxRx F y R x ) by applying a second proximity criterion with the final position (POS2); • Third selection (SEL3) of a first initial reference point (X1) by applying a third proximity criterion with the first fraction (F1 R x) and the second fraction (F2Rx) of the portion of railway road (R x i); • Fourth selection (SEL4) of a second final reference point (X2) by applying a fourth proximity criterion with the first fraction (F1 R x ) and the second fraction (F2Rx) of the portion of railway route (Rxi), and different from the third proximity criterion, • Fifth selection (SELs) of a plurality of fractions of road portions (FsRx FzRx) connecting the first fraction of road portion (Fi R x ) and the second fraction of road portion (F2RX) to form the railway road portion (Rxi) by applying a fifth proximity criterion with the first initial reference point (Xi) and the second final reference point (X2).

13. Method (10) according to any one of the preceding claims, in which the optimal route (TJA) comprises at least one portion of river route (Ryi) determined by the implementation of the following steps by the calculator (200): • Determination of a first polygon (PGNi) containing at least two positions of the optimal path (TJA) on a graphic representation of a waterway comprising at least one river, • Implementation of an algorithm using vertices of the first polygon (PGNi) to determine said portion of river route (R y (i) on the said waterway.

14. System (1000) for automatically calculating the first characteristic value (V g i) by means of the method (10) according to any one of claims 1 to 13, the system (1000) comprising: • Said at least one communication interface (270) for receiving (RECi, REC2, REC3) the first data (D1), the second data (D2) and the third data (D3); • Said at least one calculator (200) for: o Determining (DET1) said at least one component (CJA) of the optimal path (TJA) by means of the first algorithm (F1), using the first data (D1), the second data (D2), and the third data (D3), o Determining (DET2) the first characteristic value (V g i) by means of the second algorithm (F2), using said component (CJA) of the optimal path (TJA).

15. Computer program product comprising instructions which, when the program is executed by a computer, cause the latter to implement the steps of the method according to any one of claims 1 to 13.

16. Non-transitory computer-readable medium in which the computer program product according to claim 15 is recorded.

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