Classifications

• • G—PHYSICS
  • G08—SIGNALLING
  • G08G—TRAFFIC CONTROL SYSTEMS
  • G08G1/00—Traffic control systems for road vehicles
  • G08G1/01—Detecting movement of traffic to be counted or controlled
  • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
  • G08G1/0108—Measuring and analyzing of parameters relative to traffic conditions based on the source of data
  • G08G1/0112—Measuring and analyzing of parameters relative to traffic conditions based on the source of data from the vehicle, e.g. floating car data [FCD]
• • G—PHYSICS
  • G08—SIGNALLING
  • G08G—TRAFFIC CONTROL SYSTEMS
  • G08G1/00—Traffic control systems for road vehicles
  • G08G1/16—Anti-collision systems
  • G08G1/161—Decentralised systems, e.g. inter-vehicle communication
• • G—PHYSICS
  • G01—MEASURING; TESTING
  • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
  • G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
  • G01C21/26—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 specially adapted for navigation in a road network
  • G01C21/34—Route searching; Route guidance
  • G01C21/36—Input/output arrangements for on-board computers
  • G01C21/3679—Retrieval, searching and output of POI information, e.g. hotels, restaurants, shops, filling stations, parking facilities
• • G—PHYSICS
  • G08—SIGNALLING
  • G08G—TRAFFIC CONTROL SYSTEMS
  • G08G1/00—Traffic control systems for road vehicles
  • G08G1/01—Detecting movement of traffic to be counted or controlled
  • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
  • G08G1/0137—Measuring and analyzing of parameters relative to traffic conditions for specific applications
  • G08G1/0141—Measuring and analyzing of parameters relative to traffic conditions for specific applications for traffic information dissemination
• • G—PHYSICS
  • G08—SIGNALLING
  • G08G—TRAFFIC CONTROL SYSTEMS
  • G08G1/00—Traffic control systems for road vehicles
  • G08G1/01—Detecting movement of traffic to be counted or controlled
  • G08G1/052—Detecting movement of traffic to be counted or controlled with provision for determining speed or overspeed
• • G—PHYSICS
  • G08—SIGNALLING
  • G08G—TRAFFIC CONTROL SYSTEMS
  • G08G1/00—Traffic control systems for road vehicles
  • G08G1/09—Arrangements for giving variable traffic instructions
  • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
  • G08G1/0967—Systems involving transmission of highway information, e.g. weather, speed limits
  • G08G1/096766—Systems involving transmission of highway information, e.g. weather, speed limits where the system is characterised by the origin of the information transmission
• • G—PHYSICS
  • G08—SIGNALLING
  • G08G—TRAFFIC CONTROL SYSTEMS
  • G08G1/00—Traffic control systems for road vehicles
  • G08G1/16—Anti-collision systems
  • G08G1/165—Anti-collision systems for passive traffic, e.g. including static obstacles, trees
• • G—PHYSICS
  • G08—SIGNALLING
  • G08G—TRAFFIC CONTROL SYSTEMS
  • G08G1/00—Traffic control systems for road vehicles
  • G08G1/16—Anti-collision systems
  • G08G1/166—Anti-collision systems for active traffic, e.g. moving vehicles, pedestrians, bikes

Definitions

• the present invention generally relates to interfacing systems allowing motor vehicles to apprehend their external environments. It concerns here the generation of artificial horizons, i.e. the processing of data allowing the vehicle to build a map of its environment.
• the invention thus relates more specifically to a method for producing an artificial horizon for a motor vehicle, comprising the steps of:
• each of the long messages comprising several fields, including at least a first field relating to a type of attribute characterizing the event and a second field indicating the value of this attribute.
• the invention also relates to a motor vehicle comprising software clients (among which a man-machine interface and/or a navigation system and/or driving assistance systems) and a main interface which is programmed to implement a method of elaboration as mentioned above, in order to provide each client with at least part of the artificial horizon produced.
• the following on-board systems are known: the navigation system which helps the driver to follow a route to get from a starting point to a finishing point, the driving aid system called " ADAS” (English acronym for “Advanced Driver Assistance System”), or the Man-Machine Interface (HMI) which displays or emits alerts while driving.
• ADAS Advanced Driver Assistance System
• HMI Man-Machine Interface
• the vehicle can also be equipped with V2X technology thanks to which it receives messages from transmitters located at a distance from it, for example from other vehicles ( so-called V2V technology), road infrastructures (so-called V2I technology), the network (so-called V2N technology) or even other road users such as pedestrians (so-called V2P technology).
• V2V technology so-called V2V technology
• V2I technology road infrastructures
• V2N technology the network
• V2P technology even other road users such as pedestrians
• the messages received from these transmitters contain various information such as: the absolute position (in GPS coordinates) of the transmitter, the reliability of this position, the speed of movement of the transmitter, the acceleration of the transmitter and/or its direction of movement, or even the dangers that the transmitter has encountered or created during its movement (slippery road, dangerous bend, accident, traffic congestion, etc.).
• ADASIS Advanced Driver Assistance Systems Interface Specification
• V2 Vehicle to Vehicle
• This protocol and in particular its V2 version, is designed to describe the geometry of the road in front of the vehicle and to characterize its environment by a high but limited number of parameters.
• This protocol is then said to allow the creation of an artificial horizon.
• the environment is described not by sections of road, but rather by routes that the motor vehicle can take. It is thus defined a main route on which the vehicle is located, and secondary routes that originate on the main route or on other secondary routes.
• This protocol is then designed so that the artificial horizon provider (which operates according to this protocol) can send six types of messages to the on-board systems (called “clients”).
• This protocol makes it possible to provide customers with data on the environment which are precise and easily exploitable, and the number of which varies from one customer to another.
• clients e.g. cruise control system
• Other customers need more data, in particular data relating to events present on the secondary routes (to check, for example, whether a priority vehicle is arriving on one of these secondary routes).
• this protocol is designed to only transmit data relating to permanent events (panels, crossings, etc.), so that it provides limited information.
• the present invention proposes to supplement the aforementioned ADASIS protocol (version 2) to add an additional dynamic layer in order to transmit information relating to temporary "events" ( objects or circumstantial situations) that are relevant for customers, distinguishing events according to their nature.
• a method for producing an artificial horizon as defined in the introduction in which the first field of a long message can take at least two distinct values respectively associated with a corresponding number of predefined categories of temporary events (i.e. transient, non-permanent), said categories being distinguished according to the speed of the temporary event and/or the position of the temporary event relatively to the motor vehicle.
• predefined categories of temporary events i.e. transient, non-permanent
• the invention proposes to take advantage of the long messages of the ADASIS protocol in order to transmit coded data in a particular way.
• the first field relating to the type of attribute
• the second field value of the attribute
• the second field can then itself be coded to receive not simply a value, but a juxtaposition of data characterizing several aspects of the temporary event (its speed, its position on the traffic lanes, etc.).
• one event category corresponds to dynamic events, one event category corresponds to static or pseudo-static events with respect to the motor vehicle, and one event category corresponds to traffic lights;
• an event is considered to be dynamic when its speed is greater than a first threshold and/or when its distance from the motor vehicle is greater than a second threshold;
• the first threshold and/or the second threshold is a function of the speed of the motor vehicle and/or of the speed of the event and/or of the environment;
• the value of the first field may change; - at least one of the following events is considered to be dynamic: B an emergency vehicle in intervention,
• B a vehicle at least one third slower than the maximum authorized speed, B a vehicle generating a risk of collision, B a vehicle violating the highway code, B a dangerous situation;
• B an area where salvage and recovery work is in progress
• B a stationary vehicle
• each long message associated with a category of temporary event includes two fields allowing each event to be identified in two distinct ways;
• the input data is at least partly derived from a decentralized event notification message and/or a cooperative warning message sent by a third party vehicle.
• the invention also relates to a motor vehicle comprising software clients (among which a man-machine interface and/or a navigation system and/or driving assistance systems) and a main interface which is programmed to implement a method of elaboration as mentioned above, in order to provide each client with at least part of the artificial horizon produced.
• this threshold is lower than the distance over which the customer receives information on the map
• the input data provided to the motor vehicle by the surrounding vehicles are also provided to the customer via the long-size messages, without even detecting a possible dangerous situation;
• a dynamic event is identified thanks to the route index field of the ADAS IS standard interface as well as thanks to the "ID" field,
• the values of the ID field make it possible to follow dynamic events as long as they belong to the same road segment and make it possible to update its position without ending the event;
• this attribute represents time with a precision of 10 ms covering 10 seconds
• this specific attribute indicates on which lane the dynamic event is located (lane number, or emergency lane);
• a static event is identified using the path index field of the ADAS IS standard interface as well as using the "ID" field;
• - 7 bits are used to discriminate static events in the path index and a particular value is reserved to indicate that all values of the ID field are used.
• a specific value is used to indicate that more than 127 objects are present in the specific index and that an overflow situation occurs;
• the value 0 is used to indicate that the event has no length while the values from 1 to 62 are used to indicate the length of the static event;
• - lengths from 0 to 100 meters are coded considering a step of 4 meters, while a step of 16 m is used for lengths between 100 and 500, a step of 128 m is used for lengths between 500 and 1908 m and the value 62 is used to indicate lengths greater than 1908 m;
• the value 63 is used to invalidate or suppress the static event
• channel start an attribute called channel start, described on 5 bits, indicates the first channel number for which the static event is valid
• an attribute called end of channel indicates the last channel number for which the static event is valid
• current phase another field called “current phase”, located on 3 bits, indicates the color of the current phase
• next phase another field called “next phase”, also filled in on 3 bits, indicates the next color of the next phase
• time of the next phase indicates the time at which the next phase will occur, preferably with a step of 100 ms;
• the value 36001 is the value if the next phase is in more than 1 hour;
• start of channel indicates the number of the first channel for which this phase is valid
• end of channel indicates the number of the last channel for which this phase is valid
• the lane number 0 is used for the off-road lanes, the number 1 for the hard shoulder, and the other numbers for the other lanes, starting the numbering at 2 for the far right lane.
• FIG.l is a view of a motor vehicle and part of its environment.
• FIG.l there is shown a motor vehicle 10 adapted to implement the invention.
• this motor vehicle 10 conventionally comprises a passenger compartment in which includes a seat for the driver of the vehicle, a powertrain, a braking system and a steering system to turn the vehicle.
• the steering system includes an electronically controllable power steering actuator
• the powertrain includes an electronically controllable motor control actuator
• the braking system includes an electronically controllable brake actuator.
• This motor vehicle 10 is also equipped with at least one man-machine interface. In practice, it includes here a touch screen coupled to speakers.
• the motor vehicle 10 also comprises an electronic processing unit which comprises several computers (microprocessors or microcontrollers), memories and input and output interfaces.
• the electronic processing unit is suitable for receiving various input data, which come from sensors, third-party computers, or third-party entities (other vehicles, road equipment, pedestrians, network, etc.). These input data relate to the motor vehicle (speed, etc.) and to its environment (position on the road, map, etc.). V2X technology is particularly used in this respect.
• these input data come, for example, from decentralized event notification messages (better known by the English acronym DENM for “Decentralized Event Notification Message”) and from common warning messages. (better known by the English acronym CAM for “Cooperative Awareness Message”) emitted by third-party vehicles located in the environment of the motor vehicle 10.
• the electronic processing unit is suitable for controlling the man-machine interface in order to provide the driver with information. It is also suitable for controlling F power steering actuator, F engine control actuator, and F braking actuator so as to control the motor vehicle 10 autonomously or semi-autonomously.
• the electronic processing unit memorizes a computer application, consisting of computer programs (or "software") comprising instructions whose execution by the computers allows the implementation of the method described above. -After.
• ADAS software for aiding the driving of the vehicle (automatic regulation of the speed of the vehicle, keeping the vehicle in the center of its lane, etc.). He is also provided for HMI software ensuring the display of information on the touch screen and the emission of sound messages via the speakers and navigation software which memorizes a map of a region and which is able in particular to determine the position of the motor vehicle 10 in this map, to calculate the best route to follow to reach a particular destination, and to control the display of the position of the vehicle and of the route on the touch screen.
• Each of these pieces of software forms a “client”. Each client needs to receive only part of the input data in order to be able to perform the function for which it was designed.
• a main interface is then provided between the input interface which receives the input data and these clients.
• This main interface also called artificial horizon provider, is then programmed to filter the input data so as to generate an artificial horizon representative of the environment of the motor vehicle 10, and to transmit this artificial horizon. on the vehicle network.
• the vehicle network on which the customers are connected, is here of the CAN BUS type.
• the main interface can send messages on this network at regular intervals, here every 100ms.
• Each client is then able to retrieve all or part of the information contained in this artificial horizon from the network.
• each client comprises a software component called a “reconstructor” which is able to read the information required for the client to perform its function.
• the artificial horizon can be defined as a set of computer data making it possible to characterize part of the environment of the vehicle (in particular the events whose knowledge is useful for driving the motor vehicle 10).
• the processing carried out by the main interface is divided into a generic pre-processing which filters the input data in a coarse manner and a post-processing which performs a more precise filtering, taking into account the topology of the streets where are the relevant "events" (vehicles, objects, circumstantial situations).
• This filtering makes it possible to offer customers an artificial horizon which suits them, that is to say data which sufficiently describes the vehicle and its environment but which are sufficiently limited in number so that the computing power of the customers enough to process this data.
• the main interface operates in accordance with the ADASIS protocol, in version 2.0 or later.
• This protocol proposes to represent the artificial horizon by paths (see [Fig.1]).
• main path 102 for example the one that follows the route taken initially
• secondary paths 101, 103, 104, 105 which originate on the main path 102 or on other secondary paths .
• each secondary path by an end (which indicates the position of its junction with the main or secondary path where it originates) and attributes (which characterize this path).
• the ADASIS protocol proposes to consider only a limited number of journeys (here 56) located at the front of the vehicle. He also proposes to consider only a limited length of each trip, here about 8 km. These limitations ensure that the vehicle's computers are not overloaded. Thus, the artificial horizon has a limited range.
• This protocol is then designed so that the main interface can send on the CAN BUS (to customers) six types of messages. These types of messages are:
• Such a long message is sent on the CAN BUS when an event relevant to the driving of the vehicle 10 is detected on one of the routes, in a geographical area considered relevant.
• Such a message includes several data defined by the following table. [0065] [Tables 1]
• a long message is therefore coded in 64 bits.
• the first 3 bits characterize the type of message, the following two are a cycle counter...
• Each long message therefore comprises several parts.
• the “field” column thus indicates what each part of the message corresponds to.
• the “length” column indicates the number of bits each part takes in the message.
• the “range of values” column indicates the values that each part of the message can take.
• the “path index” field presents a value that makes it possible to identify the path where the event is located.
• the "deviation" field presents a value which makes it possible to locate the event on the route.
• the “type of profile” field makes it possible to characterize the event by a particular type. Thus, if its value is equal to 1, the event is a longitude, if it is equal to 2, it is a latitude, if it is equal to 3, it is an altitude , if it is 8, it is a traffic sign, if it is 9, it is a speed limit for heavy goods vehicles. It will be noted that in the ADASIS protocol, the values 11 to 15 are reserved for standard types, and that the values 16 to 31 are reserved for specific types.
• the "value” field is used to store the data corresponding to the type of profile (the value of the longitude, the type of panel, the value of the speed limit).
• the “type of profile” field indicates what the data stored in the “value” field applies to. It thus designates a type of attribute characterizing the event (latitude, longitude, sign, speed limit).
• An “attribute” will be defined here as a characteristic of an event.
• the invention proposes to use three of the values 16 to 31 reserved for specific types, in order to define three new types of attributes, namely the attributes of static or pseudo-static temporary events, the attributes dynamic temporary events and traffic light event attributes.
• a static event is an immobile event.
• a pseudo static event is an event that moves little, given its speed and/or its position relative to the vehicle.
• a speed threshold for example 5 km/h
• a distance threshold for example 1000 meters
• each of these thresholds can be fixed or can be a function of the speed of the motor vehicle 10 and/or of the speed of the event and/or of the environment.
• the thresholds may be larger or smaller depending on the type of urban, motorway or rural environment in which the vehicle is moving.
• An example of a temporary static or pseudo-static event is a stationary vehicle on the route considered, or the end of a dangerous queue on this route.
• a dynamic event is defined as opposed to the aforementioned events. It is for example an emergency vehicle in intervention.
• a traffic light event attribute makes it possible to provide, for example, the current phase of the traffic light (typically its color) and the time remaining before this phase changes.
• the dynamic temporary events are associated with the value 28.
• the 32-bit “value” field is thus encoded in several parts of 2 to 10 bits, which are defined in the following table. [0086] [Tables?]
• the “compressed dynamic event” field will be detailed below. It allows to categorize the dynamic event.
• the "ID" field is used to identify the dynamic temporary event by a number between 0 and 62.
• the number 63 is reserved in case all the other numbers are taken. The main interface releases this number 63 as soon as this is no longer the case.
• a dynamic event such as a rolling intervention vehicle could be coded in the artificial horizon by successively sending updated long messages.
• the rebuilder of each customer will be able to understand that these messages are associated with the same vehicle in intervention, whose speed and position are changing, without it being necessary to send him cancellation messages for this purpose. previous messages.
• the “age” field corresponds to the time that has passed since the event was created, 10 ms close. It covers a duration of 10s. To fully understand what this field refers to,
• the "channel” field indicates the channel to which the event applies. This field applies to the vehicle's traffic lanes (those that the vehicle can take given the direction in which it is traveling). Thus, the events located outside these lanes are associated with the value 0, the events located in the emergency lane are associated with the value 1, and the events located on the traffic lanes are associated with values between 2 and 14 (2 corresponding to the leftmost lane, 3 to the lane immediately next to it).
• the "direction" field indicates the direction in which the event is flowing. It takes the value 0 if the event is traveling in the same direction as vehicle 10 and the value 1 otherwise.
• the "value” field is used to code the speed of the event. This is an approximate value.
• Each value corresponds to a speed interval, as defined in the ADASIS v2.0.4 protocol, in table 12. By way of example, the following values may correspond:
• this “value” field can take the value 31 in a very particular case.
• the message means that the message sent previously about this same event (identified by the ID field) must be deleted.
• the "compressed dynamic event” field indicates the type of dynamic event to which the message refers.
• ETSI which is the organization in charge of standards relating to V2X technology, has already created a table listing the different types of events. This table distinguishes between major categories (causes) and subcategories. categories (sub-causes).
• This table corresponds to the first four fields of the following table.
• each cause is defined by a first code (second column) and each sub-cause is defined by a second code (fourth column).
• This classification provides for leaving many cause codes free (thus going directly from 3 to 12), so that storing the cause values requires a large number of bits (in this case, 7 would be needed) .
• the 32-bit “value” field is thus encoded in several parts of 2 to 7 bits, which are defined in the following table.
• compressed event and “sub-cause” fields will be detailed below. They allow to categorize the static or pseudo-static event.
• the "ID" field is used to identify the event by a number between 0 and 126.
• the number 127 is reserved in case all the other numbers are taken.
• the main interface is programmed to release this number as soon as it is no longer the case and to select the nearest events before those which are furthest away when the all the numbers are taken.
• the "value” field is used to code the length L of the event. It takes the value 0 if the length is not known. Otherwise, it takes a value between 1 and 62. Its value then depends on the length of the event. Its value is coded here as follows:
• this “value” field can take the value 63 in a very specific case.
• the value 63 will indicate that the message relates to a static event that must be deleted, thus freeing the identifier from the "ID" field used.
• the "departure channel” field indicates the first channel to which the event applies. This field is coded in the same way as the aforementioned “channel” field.
• the “arrival route” field indicates the last route on which the event applies. This field is coded in the same way as the "departure track” field.
• the “confidence” field indicates the level of confidence in the detection of the event, the value 0 indicating a minimum level of confidence and 3 indicating a maximum level of confidence.
• the “compressed event” field is coded on 5 bits.
• ETSI has already created a table listing the different types of static events that a vehicle can encounter. This table distinguishes major categories (the causes) and subcategories (the sub-causes).
• the "sub-cause” field takes the numbers assigned by ETSI without modifying them, while the "compressed event” field takes numbers different from those assigned by ETSI.
• Traffic light events are associated with the value 30.
• the “type of profile” field is equal to 30, this means that the “value” field will comprise a juxtaposition of data characterizing the state of a traffic light.
• the 32-bit “value” field is thus encoded in several parts of 2 to 16 bits, which are defined in the following table.
• the “Traffic light direction” field indicates which traffic lane the event is associated with. It takes the value 0 if it is associated with the initial direction (straight), the value 1 to turn left, the value 2 to turn right and the value 3 for all directions.
• the “current phase” field indicates the current phase of the traffic light. It takes the value 1 if it is green, 2 if it is red, 3 if it is orange, 4 if it is between orange and red, 5 if it is flashing red, 6 s' it flashes orange and 7 if it is dark.
• the “next phase” field indicates the next phase of the traffic light. Its value is defined in the same way as for the current phase field.
• the “time before next phase” field indicates, as a function of UTC universal time, the time at which the next phase will occur.
• the "departure channel” field indicates the first channel to which the event applies. This field is coded in the same way as the aforementioned “channel” field.
• the "arrival route” field indicates the last route on which the event applies. This field is coded in the same way as the "departure track” field.
• the “time before next phase” field could more precisely be coded as follows.
• this field takes the value 36001 in the case where the next phase is in more than one hour (and the value 65535 in the event of cancellation of the traffic lights). Otherwise, it takes a value between 0 and 36000. Note that the values 36002 to 65534 will not be used.
• the messages are sent over the CAN BUS network, which allows the customer to acquire a relevant part of the artificial horizon and to correctly perform the function for which it was designed. .
• the navigation system will be able to select a route which best avoids traffic jams
• the ADAS driving assistance system will be able to regulate the speed of the vehicle so as to take into account the phases of traffic lights and patches of ice
• the Human-Machine Interface HMI can display alerts on the dashboard to draw the driver's attention to dangers.
• filtering can be carried out in order to send only long messages related to events located near the vehicle, for example within a range of less than 2 km from the latter.
• this filtering may consist of sending the long messages corresponding to static events only on condition that the event is located at a distance from the vehicle 10 below a first threshold, which first threshold is below the range over which the client receives information relating to the map.
• It may also consist of sending the long messages corresponding to dynamic events only on condition that the event is located at a distance from the vehicle 10 less than a second threshold, which second threshold is less than the first threshold.
• This filtering may also consist in transmitting only long messages associated with events which are located either on the main path 102, or on secondary paths but less than 200 m from their junction with the main path 102 .
• a traffic light event could not be used. Conversely, we could plan to distinguish a greater number of categories temporary events (near statics, distant statics, close dynamics, distant dynamics, etc.).

Landscapes

• Physics & Mathematics (AREA)
• General Physics & Mathematics (AREA)
• Engineering & Computer Science (AREA)
• Radar, Positioning & Navigation (AREA)
• Remote Sensing (AREA)
• Chemical & Material Sciences (AREA)
• Analytical Chemistry (AREA)
• Life Sciences & Earth Sciences (AREA)
• Atmospheric Sciences (AREA)
• Automation & Control Theory (AREA)
• Traffic Control Systems (AREA)
• Navigation (AREA)

Applications Claiming Priority (2)

Publications (1)

Family

ID=81580706

Family Applications (1)

Country Status (5)

Family Cites Families (14)

• 2022
  • 2022-02-07 FR FR2201036A patent/FR3132588B1/fr active Active
• 2023
  • 2023-01-20 US US18/835,934 patent/US20250148916A1/en active Pending
  • 2023-01-20 WO PCT/EP2023/051406 patent/WO2023148023A1/fr not_active Ceased
  • 2023-01-20 CN CN202380020548.XA patent/CN118661216A/zh active Pending
  • 2023-01-20 EP EP23701158.0A patent/EP4476705A1/de active Pending

Also Published As

Similar Documents

Legal Events