Classifications

• • G—PHYSICS
  • G08—SIGNALLING
  • G08G—TRAFFIC CONTROL SYSTEMS
  • G08G1/00—Traffic control systems for road vehicles
  • G08G1/16—Anti-collision systems
  • G08G1/167—Driving aids for lane monitoring, lane changing, e.g. blind spot detection
• • G—PHYSICS
  • G06—COMPUTING; CALCULATING OR COUNTING
  • G06V—IMAGE OR VIDEO RECOGNITION OR UNDERSTANDING
  • G06V20/00—Scenes; Scene-specific elements
  • G06V20/50—Context or environment of the image
  • G06V20/56—Context or environment of the image exterior to a vehicle by using sensors mounted on the vehicle
  • G06V20/588—Recognition of the road, e.g. of lane markings; Recognition of the vehicle driving pattern in relation to the road
• • 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
  • G08G1/09626—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages where the origin of the information is within the own vehicle, e.g. a local storage device, digital map
• • 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
  • G08G1/096708—Systems involving transmission of highway information, e.g. weather, speed limits where the received information might be used to generate an automatic action on the vehicle control
  • G08G1/096716—Systems involving transmission of highway information, e.g. weather, speed limits where the received information might be used to generate an automatic action on the vehicle control where the received information does not generate an automatic action on the vehicle control
• • 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
  • G08G1/096733—Systems involving transmission of highway information, e.g. weather, speed limits where a selection of the information might take place
  • G08G1/096758—Systems involving transmission of highway information, e.g. weather, speed limits where a selection of the information might take place where no selection takes place on the transmitted or the received information
• • 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
  • G08G1/096783—Systems involving transmission of highway information, e.g. weather, speed limits where the system is characterised by the origin of the information transmission where the origin of the information is a roadside individual element
• • 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
  • G08G1/163—Decentralised systems, e.g. inter-vehicle communication involving continuous checking

Definitions

• the present invention relates generally to motor vehicles (car, motorcycle, truck, bus, etc.).
• It relates more particularly to a method for determining the positioning of a motor vehicle in a traffic lane of a traffic lane.
• the invention finds a particularly advantageous application in the realization of collision risk management systems, for which it is essential to reliably detect a current or potential alignment of two motor vehicles.
• GNSS Global Positioning Satellite Systems
• G PS Global Positioning System
• GLONASS Russian system
• GALILEO European system
• driver assistance systems have developed in recent years, resulting in improved road safety and driving comfort.
• document US201 1 0106442 discloses a motor vehicle equipped with a collision avoidance system.
• the avoidance system is adapted to process information received from a GPS device, a motion sensor and a device located on the roadside and transmitting topographic information to predict the future trajectory of said vehicle.
• the system is thus configured that it can provide alerts or take actions to avoid a collision between said motor vehicle and other motor vehicles.
• a GPS device does not allow to position the motor vehicle with an absolute accuracy better than 3 to 5 meters, which is hardly enough. Even if our GPS device is of the type coupled to a network of ground stations (we speak then of GPS "differential"), the absolute precision of positioning obtained would remain insufficient. Indeed, it is of the order of 2 to 6 meters at European level, and this only in good conditions of satellite transmission. Therefore, the use of a satellite positioning system alone does not make it possible to accurately detect the longitudinal alignment between two vehicles traveling on the same lane.
• the present invention proposes a method for determining the positioning of a motor vehicle subject in a traffic lane of a traffic lane, which can be easily implemented. and at a lower cost.
• a method for determining the positioning of a motor vehicle subject in a traffic lane of a traffic lane comprising steps:
• This information can then be used in different ways. She can in particular allow to detect a longitudinal alignment of the motor vehicle subject with another motor vehicle, for example to avoid a collision with this other motor vehicle.
• This positioning information of the motor vehicle in a traffic corridor could also be used otherwise.
• GPS on the one hand, the exact positioning of the vehicle in one of the traffic lanes of the taxiway, in order to more precisely guide the driver and, on the other hand, the speed limit applicable to the traffic lane in which the vehicle is traveling.
• This information could also be used by an information system that broadcasts the lighting phases of traffic lights to vehicles traveling in a given traffic corridor. These phases may be different for the traffic lanes of the same lane or at intersections between traffic lanes. This can be used for different applications, such as the detection of a traffic light violation, the optimization of green light crossing speeds ("green wave”), or automatic shutdown and restart systems. from the engine to the traffic lights (systems called for example "Stop & Start”).
• the method according to the invention does not necessarily use a geolocation system to determine the positioning of the motor vehicle subject on the taxiway.
• Co-operative road systems are gradually being rolled out as part of the development of intelligent transport systems.
• These Cooperative systems allow motor vehicles circulating close to each other to communicate with each other, for example by radio waves according to the protocol defined by the international standard IEEE 802.1 1 p.
• This vehicle-to-vehicle communication also called "V2V"("Vehicle-to-Vehicle”) communication, allows the exchange of standardized messages (CAM messages for "Cooperative Awareness Messages”), each message sent by a vehicle containing for example, various information relating to the vehicle (geolocation, speed, heading, direction of traffic, etc.) and to its environment.
• step d) a step of reception by said motor vehicle subject of at least one message from at least one other motor vehicle, said message containing, on the one hand a first information relating to the positioning of the said other motor vehicle in one of the said traffic lanes of the said traffic lane, and, secondly, a second piece of information relating to the direction of circulation of the said other motor vehicle on the said lane of traffic, and that in step d), the positioning of said subject motor vehicle in one of said circulation lanes of said traffic lane is also deduced according to said first and second information.
• said second piece of information is heading data
• said second information comprises at least two successive geolocation coordinates of said other motor vehicle
• step a) there is provided an operation for acquiring the geolocation coordinates of said subject motor vehicle, an operation for reading an overall digital map in which traffic lanes are stored and, for each lane of traffic, the number of corresponding traffic lanes, and a deduction operation of the number of traffic lanes of said traffic lane according to the geolocation coordinates acquired and the overall digital map read.
• said subject motor vehicle receives and processes a signal which is emitted by a taxiway edge unit and which comprises at least the number of traffic lanes of said taxiway,
• step d) there is provided a step of acquiring a traffic lane change data of said motor vehicle subject on said taxiway, and in step d), the positioning of said subject motor vehicle in one of said traffic lanes of said traffic lane is also deducted according to said traffic lane change data of said motor vehicle subject on said taxiway.
• the invention also provides a method of longitudinal alignment detection between a first motor vehicle subject and a second motor vehicle subject, comprising:
• the invention also proposes a method for detecting a risk of longitudinal collision between a first motor vehicle subject and a second motor vehicle subject, comprising:
• the invention also discloses a motor vehicle comprising:
• means for acquiring data relating to the direction of circulation of said motor vehicle on said traffic lane characterized in that it also comprises a control unit adapted to implement a determination method as mentioned above.
• Figure 1 is a schematic view of three motor vehicles according to the invention, circulating in traffic corridors of a traffic lane;
• Figure 2 is a schematic view of two motor vehicles according to the invention, flowing in opposite directions on two traffic lanes of the same traffic lane;
• Figure 3 is a schematic view of four motor vehicles according to the invention, circulating on four lanes of a circulation lane identical to that of Figure 1;
• FIG. 4 is a schematic view of the electronic equipment equipping the motor vehicles shown in FIGS. 1 to 3.
• FIG. 1 shows a traffic lane 10 comprising four traffic lanes 11, 12, 13, 14 and which is delimited, on one side, by a first lane edge 15, and on the other side, by a second track edge 16.
• This lane 10 is divided in two by a median strip 17, which separates two first traffic lanes 1 1, 12 of two second lanes 13, 14.
• the first two lanes 1 1, 12 are called “West Traffic Corridors”, given the direction of traffic of motor vehicles traveling west.
• the two second traffic corridors 13, 14 are called “east traffic lanes”, with regard to the direction of traffic of motor vehicles traveling to the east.
• the two "west circulation corridors" January 1, 12 are separated by a ground marking 18 here consisting of a discontinuous white strip.
• the two "traffic corridors East” 1 3, 14 are separated by a floor marking 19 consisting here of a discontinuous white strip.
• This track edge unit 40 located outside the taxiway 10, near the first track edge 15.
• This track edge unit 40 is then designed to broadcast permanently or at reduced and regular intervals messages 41 to motor vehicles traveling on the taxiway 10. It is furthermore designed such that these messages can be received by any motor vehicle circulating in the vicinity of said track edge unit 40 in a radius which is at least greater than the width of the taxiway 10.
• the radius in which messages 41 are broadcast is at least 300 meters.
• the messages 41 contain at least the number of traffic lanes of the taxiway 10 on the edge of which the lane edge unit 40 is placed.
• the motor vehicles 20, 70, 80 shown in FIG. 1 are conventional motor vehicles in the sense that they comprise four wheels, a chassis, a windshield provided with an interior mirror, and an engine. On the other hand, they differ from ordinary motor vehicles in that they are each equipped with:
• the acquisition means that equips the motor vehicle subject 20 to enable it to acquire the number of traffic lanes of the taxiway 10 here comprises an onboard navigation system 23.
• This navigation system 23 comprises a global digital map 25 in which topographic and road infrastructure information 25A is stored.
• This topographic and road infrastructure information 25A here comprises an indicator of the type of traffic lane (highway, road, etc.), an indicator relating to the possibility of doubling, the positions of the junction points with other lanes, the number of traffic lanes and the direction of traffic of each of the traffic lanes.
• the navigation system 23 also comprises a satellite geolocation system 26, here of the GPS type, providing the GPS position of the motor vehicle subject 20.
• This satellite geolocation system 26 is coupled to a GPS antenna 27 capable of receiving 27A signals from satellites of the GPS system, to improve the reception of the geolocation satellite system 26.
• the navigation system 23 also comprises a processing unit 23A able to extract, depending on the GPS position of the motor vehicle subject 20, the topographic and infrastructure information 25A contained in the overall digital map 25.
• the acquisition means that equips the motor vehicle subject 20 to enable it to acquire images of the taxiway 10 comprises meanwhile here a camera 22, located behind the windshield of the motor vehicle subject 20, at the level of inner rear mirror.
• This camera 22 is designed, positioned, oriented and adjusted so as to be able to acquire images of at least one right lateral part of the lane 10, in particular here a portion 161 of the second lane edge 16 located at the right of the motor vehicle subject 20, as shown in Figure 1.
• the camera 22 is arranged so that its field of vision 221 allows it to acquire an image of a portion of the taxiway 10 located in front of the motor vehicle subject 20 and share and other of it.
• the camera 22 is thus adapted to acquire an image not only of a portion 161 of the second edge of track 1 6, but also of a portion of the ground mark 18 and a portion of the central reservation 17.
• the acquisition means that equips the subject motor vehicle 20 to enable it to acquire data relating to the direction of movement of this vehicle here consists of an electronic compass 29 adapted to indicate the heading of the motor vehicle subject 20.
• This electronic compass 29 is here shown as not being integrated in the navigation system 23. It could of course be expected that it be included in the latter.
• the motor vehicle subject 20 is also also equipped with a transceiver 28 adapted to receive messages 41 from the edge unit 40, to receive messages 71, 81 from other motor vehicles, and to issue messages 21 to other motor vehicles.
• a transceiver 28 adapted to receive messages 41 from the edge unit 40, to receive messages 71, 81 from other motor vehicles, and to issue messages 21 to other motor vehicles.
• This transceiver 28 is adapted to emit messages 21 capable of being picked up by the motor vehicles 70, 80 only in the vicinity of the motor vehicle 20, here in a radius of at least 300 meters.
• the motor vehicle subject 20 is also equipped with measurement means 29A of vehicle parameters, in particular for measuring the speed of the motor vehicle subject 20, the position of the brake pedal, the position of the lever turn signals, and the angle of the steering wheel.
• the motor vehicle subject 20 also comprises a driving unit 24.
• This control unit 24 comprises a processor (CPU), a random access memory (RAM), a read only memory (ROM), analog-digital converters (A / D), and different input and output interfaces.
• CPU central processing unit
• RAM random access memory
• ROM read only memory
• a / D analog-digital converters
• control unit 24 is adapted to receive from the navigation system 23 the topographic and road infrastructure information 25A. It is also adapted to receive messages picked up by the transceiver 28, a heading angle measured by the electronic compass 29, and the vehicle parameters measured by the measuring means 29A.
• control unit 24 is also adapted to control an audible alert, as will be described in more detail later in this presentation.
• control unit may, for example, control a human-machine interface (HMI), which can combine several sources of warning, of sound, visual or haptic type.
• HMI human-machine interface
• control unit 24 is adapted to determine the positioning of the motor vehicle subject 20 in one of the traffic corridors 1 1, 1 2, 13, 14 of the taxiway 10, implementing the steps:
• steps a) to d) are implemented within a larger process, which comprises three successive operations and which makes it possible to detect with great reliability a risk of longitudinal collision with another vehicle. automobile.
• the first operation is for the control unit 24 to determine the positioning of the motor vehicle subject 20 in one of the traffic lanes 1 1, 12, 1 3, 14 of the taxiway 1 0, by following the steps a ) to d) above.
• step a the control unit 24 acquires the number of traffic corridors that comprises the taxiway 10.
• control unit 24 sends a request to the navigation system 23 of the motor vehicle subject 20.
• the processing unit 23A of the navigation system 23 then reads the GPS position of the subject motor vehicle 20 provided by the satellite geolocation system 26, and then extracts from the digital map overall 25 the number of traffic lanes of the taxiway 10, as well as all the topographic and road infrastructure information 25A stored in the overall digital map 25.
• the navigation system 23 can determine on the overall digital map 25 which is the taxiway 10 closest to this position, on which it is most likely that the motor vehicle subject 20 circulates.
• the navigation system then transmits all of this information to the control unit 24.
• control unit 24 memorizes in its random access memory that the traffic lane 10 has four lanes 11, 12, 13, 14 separated two by two by the median Central 17.
• the control unit 24 implements a second step. This second step is redundant with the first step, and it makes it possible to check the results of this first step. During this second step, the control unit 24 processes the messages 41 received from the edge unit 41 to extract the number of traffic corridors of the taxiway 10.
• the control unit 24 then confronts this data with that determined at the end of the first step. If these data are not identical, only that resulting from the messages 41 is taken into account in the rest of the process.
• the subject motor vehicle does not have a navigation system but is equipped only with a transceiver receiving messages from a lane edge unit.
• the second step described above is implemented for the acquisition of the number of traffic lanes of the taxiway.
• the third step (step b) consists of acquiring an image of at least one lateral part of the taxiway 10.
• control unit 24 sends a request to the camera 22 which then acquires an image of the taxiway 10 and transmits this image to the control unit 24.
• the control unit 24 then processes this image to determine the number of traffic lanes that separate the motor vehicle subject from the second lane edge 16 (which is visible in the right-hand side of the lane image circulation 10).
• the driving unit 24 of the motor vehicle 20 determines here that there is no lane of traffic between the motor vehicle 20 and the second lane edge 16 of the lane of circulation 10.
• control unit 24 determines that the motor vehicle 20 circulates on one of the corridors of circulation 1 1, 14 outside, without being able to determine if it is the corridor of circulation West 1 1 or the corridor of East traffic 14.
• control unit 24 acquires, in a fourth step (step c), data relating to the direction of circulation of the motor vehicle subject 20 on the taxiway 10.
• control unit 24 sends a request to the electronic compass 29 which, in return, provides a heading angle.
• the electronic compass 29 provides a heading angle of 270 °.
• step d the control unit 24 deduces that the motor vehicle subject 20 is traveling west and is therefore on the west corridor 1 1 circulation.
• the second operation implemented by the driving unit 24 of the motor vehicle subject 20 consists in processing the signals emitted by the motor vehicles 70, 80 in the vicinity in order to determine whether the motor vehicle 20 is aligned longitudinally with another vehicle.
• the control unit of each of the first and second motor vehicles 70, 80 determines, according to the method described above, which traffic lane 1 1, 12, 13, 14 this motor vehicle 70, 80 is located.
• the steering unit of each of the first and second motor vehicles 70, 80 determines that the corresponding motor vehicle is on the east 14 traffic corridor.
• the control units of these vehicles can transmit messages 71, 81 containing at least the speed of these vehicles, the traffic corridor on which these vehicles are, and the driving directions of these vehicles.
• These messages 71, 81 are emitted at regular intervals, for example every 100 milliseconds.
• control unit 24 After receiving these messages 71, 81, the control unit 24 processes the information they contain so as to check whether the motor vehicles 70, 80 are on the West circulation lane 1 1.
• control unit 24 detects that no motor vehicle located near the motor vehicle subject 20 circulates on the West circulation corridor 1 1. It deduces then that no risk of collision is expected.
• This motor vehicle considered 80 circulates on the same corridor of traffic East 14 that the motor vehicle target 70.
• control unit when its control unit implements the two aforementioned operations, it detects a longitudinal alignment of the motor vehicle 80 considered with the target motor vehicle 70.
• its control unit implements a third operation to evaluate the risk of longitudinal collision between the two motor vehicles 70, 80, taking into account the respective positioning and speeds of these motor vehicles 70, 80.
• the driving unit of the motor vehicle 80 determines, thanks in particular to the information 71 transmitted by the target motor vehicle 70:
• the driving unit of the motor vehicle 80 then calculates a time before collision between the two vehicles, on the assumption that the two vehicles keep their speeds and remain on the same East 14 traffic corridor.
• control unit emits no alert.
• TAC TLC max + TRC max + TAR + ⁇
• TLC m ax or "Maximum Communication Latency Time” takes into account that the received messages provide false dynamic information related to the maximum time of communication between two vehicles;
• TAR or "Vehicle Stopping Time” is the time required by the vehicle to stop before the collision as soon as the driver brakes. This time is a function of the braking capacity of the vehicle, the braking energy developed by the driver and possibly rules or standards relating to maximum acceptable decelerations;
• ⁇ represents a safety time margin taking into account longitudinal positioning errors and vehicle lengths.
• the driving unit of the motor vehicle considered 80 implements a fourth operation.
• This fourth operation consists either in generating a passive warning signal to warn the driver of the motor vehicle 80 or to generate an active control signal of a member of the motor vehicle 80 to avoid the collision.
• control unit could act otherwise.
• it could accompany sound alerts with visual or haptic alerts.
• the steering unit acts on the steering system of the motor vehicle 80 considered in such a way that it changes the traffic corridor to position itself in the traffic corridor East 13 of the taxiway 10.
• FIG. 2 shows the motor vehicle 20 circulating on a lane 10 comprising only two lanes 11 and 13. As shown in this figure, the two lanes 1 1 and 13 are separated by a ground marking 18 consisting of a discontinuous line allowing the exceeding. Another motor vehicle has been shown, which will be called the target automobile vehicle 30.
• the two motor vehicles subject and target 20, 30 circulate in the opposite direction on the taxiway 10: the motor vehicle subject 20 circulates in the west circulation lane 1 1 (left arrow) and the target motor vehicle 30 circulates in the East Traffic Corridor 13 (right arrow).
• the driving units of the two motor vehicles subject and target 20, 30 determine which traffic lanes 1 1, 13 these vehicles are located.
• control unit of the motor vehicle 20 receives and processes the messages 31 issued by the control unit of the target motor vehicle 30.
• control unit of the motor vehicle subject 20 may, prior to the second operation, verify that the information it has determined during the first operation is correct.
• the motor vehicle subject 20 Having indeed acquired thanks to the global digital map 25 that the motor vehicle subject 20 is on a lane 10 two-way, it can detect through the successive GPS positions of the two vehicles that the target vehicle 30 is approaching the vehicle automobile subject 20 in opposite directions and then moves away. It can then be deduced with certainty that the motor vehicle subject 20 has just crossed the target vehicle 30. However, according to information 31 received, the target motor vehicle 30 is on the traffic corridor East 1 3. It can therefore deduce that the motor vehicle subject 20 is positioned in the west circulation corridor 1 1.
• FIG. 3 represents a circulation lane 10 identical to that represented in FIG. 1.
• the subject motor vehicle 20 and the target motor vehicle 30 circulate this time in the same direction, respectively on the east 14 traffic corridor and on the east 13 traffic corridor.
• control unit of the motor vehicle 20 receives and processes the messages 31 issued by the control unit of the target motor vehicle 30.
• control unit of the motor vehicle subject 20 may, prior to the second operation, verify that the information it has determined during the first operation is correct.
• control unit of the motor vehicle 20 detects that the target motor vehicle 30 is moving in the same direction of travel and then moves away, it can indeed deduce with certainty that the motor vehicle subject 20 has just been exceeded by the target vehicle 30. This information is then used to confirm that the subject motor vehicle 20 is traveling in the traffic lane closest to the first track edge 1 5, towards the East.
• FIG. 3 also shows a second target motor vehicle 50 and a second motor vehicle 60 traveling on the taxiway 1 0, in the same direction, towards the west.
• the driving units of the two second motor vehicles subject and target 50, 60 determine which traffic lanes 1 1, 12 these vehicles are located.
• the control unit of the second motor vehicle subject 60 receives and processes the messages 51 issued by the control unit of the second target motor vehicle 50. In this case, here it detects that the second target vehicle 50 is not located on its West 1 1 traffic corridor.
• the driver of the second target motor vehicle 50 decides to change the traffic lane and to fall back into the west circulation corridor 1 1 closest to the second lane edge 16. For this, it activates its turn signals to the right 52, 53 and changes shortly after the steering wheel angle to change its path and join the west 1 1 traffic corridor.
• the driving unit of the second motor vehicle subject 60 having access to the vehicle parameters of the second motor vehicle target 50 (actuation of turn signals, angle of the steering wheel ...) thanks to information 51 issued by the latter, it can deduce a change traffic corridor of the second target vehicle 50 to the right.
• the driving unit of the second motor vehicle subject 60 can deduce that the second motor vehicle target 50 has just positioned in the traffic lane West 1 1 closest to the second edge of track 16. It can also verify that the second motor vehicle subject 60 is in the corridor west 1 1 circulation, as it had detected in the first operation.
• the second motor vehicle subject 60 and the second motor vehicle target 50 are positioned in the same lane 1 1 of circulation lane 10.
• Their control units which detect the longitudinal alignment of these two vehicles, then implement the third operation of detecting a risk of collision between the two vehicles, in the same manner as described above.
• the acquisition means making it possible to acquire data relating to the direction of movement of the motor vehicle is devoid of a compass, but that on the contrary it is constituted by the control system. navigation duly programmed for this purpose. It could in fact be provided that this navigation system memorizes at least two successive G PS positions of the motor vehicle on the taxiway, and that it deduces the direction of movement of the motor vehicle.
• the heart of the invention which consists of detecting on which corridor of traffic is the motor vehicle, could also find other applications different from that previously described.
• the invention could for example be used to display on the screen of the navigation system a faithful representation of the vehicle environment, with an image of the traffic lane on which the actual number of traffic lanes appear, and an image the vehicle precisely positioned on the traffic corridor corresponding to its actual positioning.
• the invention could also be integrated into an unintentional line crossing warning system (better known by the acronym “Lane Keeping Aid”), making it possible to keep the motor vehicle in its traffic corridor.
• an unintentional line crossing warning system better known by the acronym “Lane Keeping Aid”
• the method of detecting the longitudinal alignment of the subject motor vehicle with another motor vehicle could also be used for other applications.
• LEDs light-emitting diodes
• the invention is not limited to the integration of the data provided by the G PS but by other systems of the type of geolocation by satellites, called "G NSS" ("Global Navigation Satellite System") systems, for example the Russian system GLONASS OR the European system GALILEO.
• G NSS Global Navigation Satellite System
• GLONASS Russian system
• GALILEO European system

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• Life Sciences & Earth Sciences (AREA)
• Atmospheric Sciences (AREA)
• Engineering & Computer Science (AREA)
• Multimedia (AREA)
• Theoretical Computer Science (AREA)
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• Navigation (AREA)

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• 2012
  • 2012-02-03 FR FR1200327A patent/FR2986646B1/fr active Active
• 2013
  • 2013-02-01 US US14/376,242 patent/US20150010212A1/en not_active Abandoned
  • 2013-02-01 EP EP13704387.3A patent/EP2820635A1/fr not_active Withdrawn
  • 2013-02-01 WO PCT/EP2013/052090 patent/WO2013113904A1/fr active Application Filing
  • 2013-02-01 JP JP2014555233A patent/JP6219312B2/ja active Active
  • 2013-02-01 CN CN201380007201.8A patent/CN104094331B/zh active Active
• 2016
  • 2016-07-13 US US15/209,525 patent/US9711051B2/en active Active

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