EP4111435A1

EP4111435A1 - Infrastructure for the management of a motoring event

Info

Publication number: EP4111435A1
Application number: EP21714263.7A
Authority: EP
Inventors: Francesco Saverio MAZZOLI; Andrea SAVIO
Original assignee: Genioma Srl
Current assignee: Genioma Srl
Priority date: 2020-02-28
Filing date: 2021-02-26
Publication date: 2023-01-04
Also published as: IT202000004225A1; WO2021171229A1

Abstract

Infrastructure (1) for the management of a motoring event, characterized by the fact of including: - at least one device (2), preferably at least two devices (2), each device (2) being intended to be installed, preferably removable, on a corresponding vehicle (3) participating in said motoring event, - an apparatus (23) which is intended to be installed outside said vehicle (3) at a control station (29) of said motoring event, said apparatus (23) being configured to communicate separately and independently with each device (2), and characterized in that each device (2) comprises: - a control and processing unit (4) configured to receive and/or process data from at least one sensor (18, 20, 22), which is configured to detect data relating to the vehicle (3) and/or the driver and/or to the device itself, and to generate at least a first signal (25) representative of said data thus processed and/or received, - first communication means (14) configured to send said at least one first signal (25) to said apparatus (23), and in that said apparatus (23) comprises: - a central control and/or processing unit (24) which is configured to generate at least one second signal (27), - second communication means (26) configured to send said second signal (27) to said at least one device (2), and in that: - said first communication means (14) of said device (2) comprise a first communication module (14') and a further first communication module (14") which are configured to operate wirelessly with protocols and/or frequencies radio and/or on different networks, and said second communication means (26) of said apparatus (23) comprise a second communication module (26') and a further second communication module (26") which are configured to operate wirelessly with protocols and/or frequencies radio and/or on different networks, said first communication module (14') is configured to transmit and/or receive data to/from said second communication module (26'), while said first further communication module (14") is configured to transmit and/or receive data to/from said second further communication module (26"), - inside each vehicle (3), the corresponding device (2) is electronically connected to a dedicated display (11) that can be installed in the vehicle (3) and/or is electronically connected to a display (49) which is integrated into the vehicle itself, and by the fact that said control and processing unit (4) of each device (2) is configured: - to process the second signal (27) which has been sent from the central unit (24) to said device (2) by means of said second communication means (26), - to generate, on the basis of the processing carried out on said second signal (27), at least one warning to be displayed on said dedicated display (11) and/or on the display (49) of the vehicle (3) in which the corresponding device (2) is installed, - so that the display, modification and removal of said warnings on the dedicated display (11) and/or on the display (49) of the corresponding vehicle is always and only carried out automatically.

Description

INFRASTRUCTURE FOR THE MANAGEMENT OF A MOTORING EVENT.

The present invention refers to an infrastructure for the management of a motoring event, in particular for the exchange of communications between at least one vehicle and a central unit which defines a control station. Conveniently, said infrastructure defines a "marshalling" system that allows communications between one or more vehicles, engaged in a motoring event, and the control station.

In the field of motoring events, be they cars or motorcycles, there is a need to have a communication system between the vehicles participating in the event and the control station. This is because it can be important, also for safety reasons, for the control station to be able to communicate a plurality of information with the drivers involved in the competition. In particular, for example, information relating to the state of the route, the visibility along the route itself or the presence of accidents along the route can be communicated.

In the field of high-level motor racing - such as the World Rally Championship, the high-level championships organized by the FIA (Federation International de I’Automobile) such as Formula 1 , Formula 2 or Formula 3, or the Motorcycle World Championship (also know as “MotoGP World Championship”) - communication systems between vehicles and the control station that are integrated into the vehicle and allow a two-way communication between the vehicle and the control station are knonw. These solutions are very complicated constructively and, therefore, very expensive and also require a dedicated and specific infrastructure that the event organizer installs in each place where the event takes place.

Furthermore, as regards the communications from the control station to the drivers, the known systems provide for small dedicated displays that allow to view very simple and basic information, such as the mere presence of yellow, red or blue flags (which represent conventional signals of attention or danger during a competition) along the track, without any additional precise information regarding, for example, the position of these flags and/or when a safety car is deployed.

However, these solutions are not fully satisfactory, in particular in the case of minor Series, as they have some disadvantages which prevent their use and limit their diffusion. For example, the fact that the communication devices with the control station are currently integrated within the vehicles participating in the competition entails high production costs of the vehicles themselves which, in the event that they have not been specifically built to integrate these devices must be suitably modified for this purpose. Furthermore, this specificity excludes the modularity of the system and, consequently, limits the transportability of the communication devices themselves from one vehicle to another, consequently also limiting the number of vehicles in which they can be installed. In the case of minor Series, communications from the control station to the drivers are generally made through the use of personnel who are present on the circuit at specific locations on each track and who are responsible for reporting, through the use of appropriate means, such as flags or light signals, any danger to drivers arriving near the point monitored by said personnel.

However, this solution is not fully satisfactory as it is based on the presence of dedicated personnel on the sides of the route, who are therefore in the position of having to approach the track to effectively signal the dangers to the drivers who arrive, and therefore exposing themselves to the risk of accidents. Furthermore, coverage is only possible in the vicinity of the workstations where staff is present, with consequent and inevitable incomplete coverage of the route, unless intervening with a massive deployment of personnel, thus leading to an inevitable increase in costs. Furthermore, the signaling method itself involves drawbacks in that it is not particularly effective in conditions of poor visibility, in particular in the presence of fog and/or rain or at night.

Furthermore, known systems which provide for the use of dedicated personnel on the sides of the route do not allow two-way communications between, the driver or other subjects on board the vehicle (for example the co-driver) and the control station and, moreover, allow at the control station to detect only cases of accidents or serious and obvious malfunctions of the vehicles.

In further known solutions, communications relating to the situation of the vehicle and/or the driver are delegated to the driver himself, for example via radio; it is easy to understand how this is not optimal given that the driver, especially in the case of traumatic and/or concitated situations such as accidents or breakdowns, can provide information that is potentially incomplete and/or difficult to interpret by the control station.

Furthermore, currently, the control station can only be based on chronometric checks carried out when the cars pass, which have the obvious limitation of not being able to be continuously located along the track.

Furthermore, currently, the control station can also use visual information received from vehicles when they pass in portions of the route that are directly visible from the position of the same control station, or video information recorded by any camera systems located along the route, but even in this case, obtaining total coverage of the route is complicated and very expensive, in particular for events that take place not on the track but on the road, in addition to the fact that some important information may not be inferable with either of the aforementioned methods. Furthermore, these methods may prove to be of little use in the case when the competition takes place in conditions of poor visibility, such as in the presence of rain or fog, or at night. Furthermore, radio voice communications are sometimes used for communications from the control station to the drivers. This solution may not be fully satisfactory as radio communications can be disturbed, particularly in “rally” events.

Furthermore, the known solutions are configured only to signal the presence of a generic problem and, therefore, the signal is sent to all drivers indiscriminately. This leads to a flow of information that is unwanted and/or useless for some drivers (for example for those who have just passed through the sector in which the accident occurred, or who are not immediately affected by the accident) and this can therefore result in a distraction for the drivers, with the consequent increase in the risk of further accidents and/or a decrease in the performance of the drivers themselves.

Furthermore, a solution is currently also known which provides for the creation of a repeater system which allows to connect directly with the individual vehicles circulating in the vicinity of each repeater. However, this solution is not fully satisfactory as it is expensive, especially in the case in which it is necessary to wire large circuits and/or in the case of championships involving competitions in a large number of different circuits.

Telemetry systems are also known which provide for the reading of the data coming from the vehicle sensors and/or the installation on the vehicle of a plurality of additional and dedicated sensors which are configured to detect different operating parameters of the vehicle itself, and then send the data thus collected on the computer managed by the team to which the vehicle belongs, so that the team can analyze them and suggest to the driver the changes to be made regarding particular adjustments/settings of his vehicle. However, currently, bidirectional telemetry, i.e. the modification of the vehicle's operating parameters by the team, is generally prohibited in motorsport. This implies that the communication systems connected to said sensors are of the unidirectional type, i.e. they are configured only to allow the sending of information from the vehicle to the computer managed by the team, and not the reception of signals or information.

Furthermore, at present, the data detected by the sensors mounted on board the vehicles are sent to the control station (in particular to the race direction) always or upon the occurrence of certain basic events (for example when a certain speed limit is imposed) and this can easily lead to saturation of the transmission band or the need to install high- performance and therefore expensive infrastructures, otherwise important information could be lost.

Last but not least, the fact that, currently, the data - detected by the sensors mounted on board the vehicles and sent to the control station - are processed and analyzed by the control station and this can lead to inaccuracies due to the potential incompleteness and/or inaccuracy of the data received. US2016/0133131 describes a solution to be used in traditional urban or extra-urban road mobility in which road conditions data, in particular in terms of road friction, are detected by each vehicle and sent to the other vehicles as well as to a central server that, after processing them, it sends corresponding warning signals to all vehicles traveling that stretch of road.

US2016/0332570 describes a method, to be used in traditional urban or extra-urban road mobility, in which the route data of a first vehicle and the route data of a second vehicle are received and, by processing these data, it is determined whether the path of the first vehicle can interfere with the path of the second vehicle and, if so, a corresponding warning signal is sent to the vehicle.

EP1868175 describes a communication system between a control station and at least two mobile stations, for example trains or other mobile vehicles; in particular, the mobile stations send data to the control station which, by processing such data, determines the risk of possible collisions between the mobile stations, also sending appropriate alarm signals in the event of a probable collision.

The purpose of the invention is to propose an infrastructure for the management of a motoring event, preferably to define a "marshalling" system, which allows to overcome, at least in part, the aforementioned drawbacks of the known solutions.

Another object of the invention is to propose an infrastructure that allows the control station to receive information directly from the vehicle, and not from the driver.

Another object of the invention is to propose an infrastructure which, if necessary, allows the conditions of all vehicles to be monitored along the entire route.

Another object of the invention is to propose an infrastructure that can be used in all atmospheric conditions, in particular in cases of poor visibility.

Another purpose of the invention is to propose an infrastructure that allows to send in a clear, rapid and effective way to the drivers and/or to all the other subjects who are on board, any communications regarding emergencies and/or related the status of the event and/or other useful information.

Another object of the invention is to propose an infrastructure that optimizes and reduces the amount of data received by the control station.

Another purpose of the invention is to propose an infrastructure that is reliable and precise.

Another purpose of the invention is to propose an infrastructure that allows making evaluations, which are useful for the management of the event, based on objective data, thus avoiding completely relying on the experience or perceptions of the staff on board the route. Another object of the invention is to propose an infrastructure that allows bidirectional communication between the control station and each vehicle.

Another object of the invention is to propose an infrastructure which allows to avoid disturbing the driver with information, warnings or communications in general which are not immediately relevant for the driver himself.

Another object of the invention is to propose an infrastructure that allows the driver, or his navigator/co-driver/passenger, to view only information immediately relevant to the driver himself.

Another object of the invention is to propose an infrastructure that is simple, quick and cheap to build and install.

Another object of the invention is to propose an infrastructure which is an alternative to currently known solutions.

All these objects, either alone or in any combination thereof, and others which will result from the following description are achieved, according to the invention, with an infrastructure according to claim 1.

The present invention is further clarified hereinafter in a its preferred embodiment shown for purely illustrative and non-limiting purposes with reference to the attached drawing tables, in which:

Figure 1 shows a schematic view of the infrastructure according to the invention, and Figure 2 shows a schematic view of a device provided in the infrastructure according to the invention.

The infrastructure 1 , according to the invention, for managing a motoring event, preferably to define a "marshalling" system, is configured to monitor the progress of at least one vehicle - preferably of a plurality of vehicles - during a motoring or racing event. In particular, a " motoring event" means, in general, any event in which at least one vehicle moves/competes in a circuit, track or road, for example during a race or qualifying or a free practice session, or even a driving course, a test-drive or a day of testing. Preferably, said race and/or motoring event is of the type held in a circuit that must be covered once or a plurality of times and/or in a circuit in which the finish corresponds to the start and/or, in general, in a closed circuit having a limited and finite extension. Conveniently, said race and/or motoring event can also be of the type held in a track that is covered only once and in which the arrival departure does not correspond to the departure.

The term "vehicle" means hereinafter any motorized vehicle that can be used in motoring events, for example - but not limited to - wheeled vehicles, such as motorcycles and cars of different categories or power, truck drives, or other vehicles, or alternatively also to tracked vehicles such as snow cats, or even boats. Preferably, a “vehicle” means a car. As can be seen from the figures, the infrastructure 1 according to the invention comprises at least one device 2 configured respectively to be installed in a corresponding vehicle 3.

Preferably, said device 2 can be installed on all vehicles 3 taking part in the motoring event. In particular, a corresponding device 2 can be installed on all or possibly even only on some of the vehicles 3 taking part in the motoring event.

Conveniently, the device 2 comprises a casing 5 which contains inside it the various components of said device. Advantageously, said casing 5 is configured to be removably installable in said vehicle 3, preferably inside the passenger compartment of the latter or, possibly, also outside said passenger compartment, for example at a wheel arch or on the bottom of the vehicle.

Advantageously, the device 2 is configured to be installed in an easily removable way in the vehicle 3, and in particular it can be connected to the latter by means of a limited number of cables (preferably of the standard type) and in such a way that its removal does not compromise the general functions (i.e. those not in direct correlation with the presence of the device itself) of said vehicle.

The device 2 comprises a control and processing unit 4, which for example can be implemented by a microcontroller and/or by an electronic board. Preferably, said control and processing unit 4 comprises a processor and, in particular, can be implemented by a printed circuit (PCB) in which a high performance microprocessor is mounted.

Advantageously, said control and processing unit 4 can comprise and/or be connected to a device (for example a "real-time clock", also called "RTC") with a clock function, preferably a high precision clock.

Advantageously, the control and processing unit 4 is configured to check, at regular and/or continuous time intervals, the operating status of other components, both internal to the device 2 and external to the latter (but in any case connected with said unit 4).

The device 2 further comprises a storage unit 6 which is connected and/or integrated in said control and processing unit 4; suitably, the storage unit 6 can be read and/or modified (i.e. written, erased, rewritten or other) on the basis of and/or with the data received from said control and processing unit 4. Advantageously, said storage unit it can be of the flash and/or RAM type. Alternatively and/or in addition to said storage unit 6, there may be a further storage unit 6’ comprising a memory capable of safeguarding data even in the event that there is an instant power cut. Preferably said memory is of the EEPROM type.

Conveniently, a plurality of predefined values can be stored in said storage unit 6 and/or said further storage unit 6’, which preferably correspond to the standard operating conditions of the vehicle 3 (such as for example speed, engine rpm, gear engaged, pressures and temperatures, fuel level) and/or the driver (such as heart rate and/or respiratory rate and/or blood pressure...), or other data that will become clearer later.

Conveniently, in said storage unit 6 and/or said further storage unit 6’, data relating to the track on which the motor event takes place, for example its map, can be stored. Preferably, in this case, the route can be divided into a plurality of sectors, which can be useful for accurately locating the position of the vehicle 3 and/or of an event/situation (for example an accident) that has occurred within the track itself.

Conveniently, in said storage unit 6 and/or said further storage unit 6’, data relating to the performance of the motoring event in progress can be stored, as will be explained below.

Conveniently, the device 2 comprises a power supply unit 7 connected to at least one source of electrical energy, in particular to a battery T and/or 7", preferably to a 12 V or 24 V battery. Advantageously, the’ power supply unit 7 can be connected to an external battery 7' (i.e. external to the casing 5 of the device 2) which preferably corresponds to the battery of the vehicle 3 on which the device 2 is installed, or, preferably, can be connected to a dedicated internal battery 7” which is suitably positioned inside the casing 5 of the device itself. Advantageously, in this way, the device 2, in normal conditions, can be powered by the external battery T of the vehicle 3 in which it is installed. Alternatively and/or in the event of malfunction of the external battery T of the vehicle 3, or in the event of its disconnection following an accident, the device 2 can remain powered and, in particular, is powered by the dedicated internal battery 7". Conveniently the power supply unit 7 is configured to constantly and/or periodically recharge the internal battery 7” by means of the electrical energy supplied by the external battery T of the vehicle 3.

Conveniently, the power supply unit 7 is connected directly, or by means of the control unit 4, with all the different components of the device 2, and is configured to transform the input electrical voltage into a plurality of different output voltage values, to thus supply a suitable/corresponding electrical energy to the different components of the device.

Advantageously, the control and processing unit 4 can be configured to monitor continuously or at regular intervals the status of the power supply unit 7 of the device 2 and, preferably, can be configured to activate an energy saving mode in the event that which one or more of the batteries 7’, 7" to which the device 2 is connected is discharged or nearly discharged.

Conveniently, the device 2 can comprise and/or be connected to a GNSS receiver 8’, preferably a GPS receiver but could also be based on other systems (GLONASS, Galileo, IRNSS, BEIDOU, QZSS, etc.). Conveniently, the GNSS receiver 8’ is connected to the control and processing unit 4. Said GNSS receiver 8' is installed/installable in the same vehicle 3 to which the device 2 is associated, so as to be able to use the position data and/or time provided by the satellite system to calculate its speed, acceleration and direction of motion (therefore essentially the values of the velocity and acceleration vectors). Advantageously, moreover, the satellite signals received by the GNSS receiver 8’ can be used by the device 2 also to obtain time data or to define an hourly trigger which acts as a clock. This is advantageous in that it allows all devices 2 - and therefore the corresponding vehicles 3, in each of which a respective device 2 is installed, as well as the drivers of said vehicles - to have access to a single and shared clock (corresponding to the data of the satellite system which are received by each device through its GNSS receiver 8’), without the need to manually synchronize the clocks of each device mounted on the corresponding vehicles participating in the motoring event. Conveniently, the GNSS receiver 8’ comprises an antenna 8 for receiving the satellite signals and this antenna is positioned outside the device 2 and, in one embodiment, can also be positioned outside the vehicle 3, as long as it remains mounted on the vehicle itself or in any case associated and/or integral to it.

Each device 2 is configured to be connected by cable - preferably by means of at least one data transmission cable - with the electronic control unit 9 of the vehicle 3 in which said device is intended to be installed, to thus provide the control and processing unit 4 of said device 2 with data relating to the operation and/or state of said vehicle.

Advantageously, the device 2 can be connected to the outside by means of a communication bus 10. In particular, the device 2 can be connected to the electronic control unit 9 of the vehicle by means of the communication bus 10, which for example can be configured to operate with the CAN-bus standard, and this in order to receive a plurality of data relating to the operation and/or status of the vehicle itself. Conveniently, for this purpose, the device 2 is provided with an interface module 31 for the communication bus 10.

Furthermore, the device 2 can also be configured so as to be electronically connected to a display 49 which is integrated in the vehicle 3. In particular, in this case, the device 2 is configured to send data to said electronic control unit 9 of the vehicle 3 through the same bus 10, for example to be displayed in the vehicle 3 as luminous warnings and/or images on the display 49 of the vehicle 3 or by means of special warning lights on the vehicle 3 and/or as audible warnings.

Conveniently, the device 2 is provided with a wireless communication module 19 for transceiving data with the outside. Conveniently, the device 2 is provided with a module 21 associated with a serial port for data transmission via cable with the outside.

The device 2 comprises first communication means 14, which can be external and different with respect to the control and processing unit 4, and connected to it, or they can be implemented inside the processing unit itself, i.e. on the same printed circuit (PCB). Preferably, the first communication means 14 can be external with respect to said control and processing unit 4. Conveniently, the first communication means 14 are preferably configured to send and/or receive radiofrequency signals and, in particular, can be configured to send and/or receive signals on a predefined frequency. Conveniently, the first communication means 14 can have a range suitable for communicating with the control station 29 from any position on the route. Conveniently, the first communication means 14 can be configured to send and/or receive data through the internet.

Conveniently, the first communication means 14 comprise at least one transmitter for wireless data transmission and at least one receiver for wireless data transmission.

Advantageously, the first communication means 14 comprise at least two first communication modules 14’ and 14" which are configured to operate wirelessly with protocols and/or radio frequencies and/or on different telecommunications networks. Conveniently, said two first communication modules 14’ and 14" can be a reception module and a transmission module, or they can be two transceiver modules.

Preferably, for example, the first communication means 14 comprise:

- a first communication module 14’ via radio which is configured to transmit/receive radio frequency signals, preferably of the VHF or UHF type; advantageously, said first module can operate in analog and/or digital modulation and with protocols such as, for example, of the type DMR, XNDN, TETRA, IDAS, LoRa, etc.

- a further first 14” communication module (for example a GSM modem) which is configured to transmit/receive data through a cellular telephone network, such as for example the GSM network, TACS, GPRS, EDGE, UMTS, HSPA, LTE, or via the internet or a Wi-Fi network. Preferably, the radio signal of the first module 14’ of the communication means 14 of the device 2 can be transmitted directly to a corresponding second module 26' of the second communication means 26 of the apparatus 23 of the control station 29 (as will be described further detail below) and/or vice versa or, if necessary, it can be transmitted via a land or air radio link. Advantageously, the device 2 can be connected to a dedicated display 11 which is intended to be positioned inside the vehicle 3, preferably in correspondence with the dashboard of the latter and/or in a position suitable for being easily visible by the driver and/or from the co-driver. Preferably, the dedicated display 11 is used in the case of motor events with road vehicles, i.e. with vehicles which - at least originally - were intended for normal road traffic and were not specifically designed and built to be used in such events. Advantageously, the dedicated display 11 is in color and at high resolution. Advantageously, the dedicated display 11 can have adjustable brightness.

Conveniently, the dedicated display 11 connected to the device 2 is additional and separate/independent with respect to the integrated/specific display 49 of the vehicle 3. Conveniently, in particular in the case of vehicles designed specifically for motor racing events, i.e. the so-called "motorsport" ", The dedicated display 11 could also not be provided inside the vehicles 3 and, in this case, instead of the dedicated display 11 the display 49 integrated in the vehicle 3 would be used.

Advantageously, moreover, the dedicated display 11 can only be connected to device 2 to display exclusively data and/or warnings coming/generated by said device. Furthermore, preferably, the dedicated display 11 is not interactive, i.e. it is not possible for the user to select and/or modify and/or remove the contents and/or images that are displayed on the display itself, thus reducing the risk of distraction due to the drivers.

Conveniently, the dedicated viewer 11 and/or the display 49 only allow you to view images and/or contents processed by the device 2. Advantageously, the map, navigation information and/or information can also be displayed in the dedicated viewer 11 and/or in the display 49 or the condition of the track along which the motoring event in which the vehicle 3 is taking place is taking place.

Advantageously, in the dedicated display 11 and/or in the display 49, appropriate warnings can be displayed which may have been processed/generated by the device 2 on the basis of data received from suitable sensors 18, 20 and 22 connected to/integrated in said device and/or information received from the control station 29. For example, said alerts may include information relating to the status of the vehicle 3 and/or to the status of other vehicles involved in the motoring event, such as for example failures occurred to other vehicles along the route, or information on the status of the track and/or the motoring event in which vehicle 3 is taking part, such as the deployment of a "Full Course Yellow" or "Code60" or "Virtual Safety Car" procedure or relating to danger along the route, which can be extended or restricted to some areas, and which are for example marked with a yellow flag or a red flag, as will be clarified further on.

Preferably, the dedicated display 11 and/or the display 49 are configured to show the warnings according to a color code and/or by means of special symbols which are easy to interpret by the driver and/or his navigator and/or his second co-driver. Preferably, such notices may use the symbols and/or colors selected by the FI A (Federation Internationale de I’Automobile) or the FIM (Federation Internationale de Motocyclisme).

Conveniently, said warnings can be shown in such a way that they are easily referable to the section of the circuit concerned, for example they can be represented in correspondence with the portion of the trace which is displayed with a corresponding image on the dedicated display 11 and/or on the display 49.

Advantageously, the dedicated display 11 and/or the display 49 can be connected to a plurality of light indicators 12, preferably a plurality of LED lights. Conveniently, said plurality of LED lights can be of the RGB type, in order to send signals corresponding to a suitable color code.

Preferably, the luminous indicators 12 can be positioned substantially around the dedicated display 11. For example, the luminous indicators 12 can be positioned on the frame of the display itself. Conveniently, the dedicated display 11 and/or the light indicators 12 are connected to the device 2, and in particular to the control and processing unit 4, by means of the communication bus 10 and/or by means of the wireless communication module 19 and/or through the serial port associated with module 21.

Advantageously, the light indicators 12 can be controlled by the control and processing unit 4 of the device 2. For example, the light indicators 12 can be activated when a warning is projected on the dedicated display 11. Preferably, the light indicators 12 are activated only when there is a change in the image represented/implemented on the dedicated display 11 , for example they can be activated alternately and/or flashing, to attract the attention of the pilot or driver or another person (for example with the role of co-driver) on board the vehicle. Preferably, when there are no changes in the image implemented on the dedicated display 11 , the light indicators 12 can be deactivated. Advantageously, the light indicators 12 can be activated in order to emit a light which substantially corresponds to the color of the image that is displayed on the dedicated display 11.

Preferably, in a possible embodiment, the device 2 can also comprise a further display 13 which is configured to show information relating to the operation and/or status of the device itself, such as the status of the external battery 7’ and/or of said internal battery 7", the presence or absence of a signal that can be used for the first means of communication 14, or to report any anomalies in the operation of the device itself. Advantageously, said further display 13 can be integrated inside the device 2 and, in particular, it can be positioned on one of the walls of the casing 5.

Conveniently, in a preferred embodiment, the device 2 can be configured so that the aforementioned diagnostic information relating to the operation and/or status of the device itself is displayed on the dedicated display 11 and/or on the display 49. Preferably, the display of the diagnostic information on the dedicated display 11 and/or on the display 49 can be controlled and activated by the operator. Preferably, the visualization of the diagnostic information on the dedicated display 11 and/or on the display 49 can occur instead of the display carried out on said further display 13 (which therefore could not be provided), or in addition to the latter. Preferably, the device 2 can be connected to and/or comprise an audio module 17, which can be connected to a microphone 17’ and to an audio output 17" (for example a loudspeaker and/or headphones and/or earphones), to the in order to allow the driver or the driver and/or other persons on board to communicate by voice directly with any operator provided at the control post 29 or at other places (for example a medical center of the circuit, or at a medical along the route, etc.). Advantageously, for this purpose, the microphone 17’ and/or the audio output 17" can be connected to the communication means 14 by means of the control and processing unit 4 and/or by means of a mixer 15. Conveniently, moreover, in the interior of the vehicle 3, there may be an environmental microphone 17" which is preferably but not necessarily integrated in the device 2 and which is configured to detect the noises present inside the passenger compartment of the vehicle itself (including any voice communications by the driver and/or his navigator/co-driver). Conveniently, moreover, inside the vehicle 3, there may be an audio reproduction device, which preferably but not necessarily is integrated in the device 2, and which is configured to reproduce audio data received for example from the control station 29 and/or sound warnings suitably processed by the device 2 itself. Conveniently, said audio module 17 can be connected - directly or by means of the control and processing unit 4 - to said storage unit 6, in order to directly store the data received and/or transmitted through said module.

Conveniently, the device 2 can be connected - for example through the bus 10 or through the wireless communication module 19, or through any other communication channel (for example through a module 21 connected to a serial port) - to first sensors 18 which are mounted on board the vehicle 3 (and outside the housing 5 of the device) and are configured to detect data relating to the vehicle 3 on which the device 2 is installed. Conveniently, the first sensors 18 are connected to the control and processing unit 4 of the device 2. Advantageously, said first sensors 18 can comprise a plurality of sensors which are integrated in and belong to the vehicle 3 itself. In particular, said first sensors 18 of the vehicle can be connected to the control unit 9 of the vehicle 3. Alternatively, the device 2 can be connected to said first sensors 18 through the ports used for on-board diagnostics (OBD). This allows the device 2 to be easily and quickly adapted for use in standard vehicles, which generally do not allow access to the first sensors 18 and/or to the electronic control unit 9 via the bus 10. For example, said first sensors 18 of the vehicle may comprise conventional sensors which are generally installed in a vehicle, such as speed, acceleration, or turbocharger pressure sensors. Moreover, advantageously, said first sensors 18 can also comprise first additional sensors 18” which can be installed in the vehicle 3 after the production of the vehicle itself and which, therefore, are not integrated in the vehicle itself. For example, said first additional sensors 18” can be installed in the vehicle 3 at the same time as the installation of the device 2. Advantageously, said first additional sensors 18” can be connected directly to the device

2 and, in particular, are not connected with the control unit 9 of the vehicle 3. Preferably, said first additional sensors 18” can be connected with said device 2 through the wireless communication module 19 or through the module 21 connected to the serial port. Said first additional sensors 18” can be configured to detect data which are corresponding and/or different from the data detected by the first sensors which are integrated in the vehicle 3. Said first additional sensors 18” may comprise for example speed sensors, acceleration, turbo pressure sensors, intake pressure sensors, pollution or emissions detectors. Advantageously, the first additional sensors 18” allow to obtain additional/additional and/or redundant data with respect to those provided by the first sensors integrated into the vehicle 3, which could potentially have been tampered with by the users of the vehicle 3.

Conveniently, the first sensors 18 may comprise, for example, a first accelerometer configured to measure the acceleration to which the vehicle 3 is subjected, sensors configured to monitor the operation of the engine and/or transmission, sensors configured to measure the speed of the vehicle 3, a tire pressure sensor, temperature and/or fuel level sensors.

Conveniently, the device 2 can be connected - for example via cable via the serial port associated with the module 21 or via wireless via the wireless communication module 19 - to second sensors 20 which are configured to detect data relating to the status of the driver and/or of his co-driver/second driver. Conveniently, said second sensors 20 are connected to the control and processing unit 4 of the device 2. Conveniently, said second sensors 20 can be applied directly on the driver or on his clothing, or they can be mounted inside the passenger compartment of the vehicle. 3. For example, said second sensors 20 can comprise a cardio-frequency meter, means for acquiring electrocardiogram (ECG) signals, a further accelerometer configured to measure the acceleration to which the driver is subjected, and in particular the head of the driver, or sensors capable of measuring the amount of oxygen present in the blood, the respiratory rate and/or effectiveness, and/or the electrical activity of the brain (for example electroencephalographic measurements), and this in order to monitor the health conditions of the occupants of the vehicle 3. This can be useful in the event of an accident involving a loss of consciousness of the occupants of the vehicle 3 to the and to provide an initial diagnosis of their health conditions. Furthermore, possibly, said second sensors 20 comprise a sensor configured to identify the driver and/or the other occupants of the vehicle 3, for example thanks to an RFID sensor, or to a detector of biometric data such as fingerprints and/or iris and/or voice control. Furthermore, for example, said second sensors 20 can comprise weight sensors installed in correspondence with the seats, in order to confirm the presence of an occupant of the vehicle 3.

Conveniently, the device 2 can comprise third sensors 22 which are housed inside of the enclosure 5 of the device and/or are mounted on said enclosure. Conveniently, said third sensors 22 are connected to the control and processing unit 4 of the device 2. Preferably, said third sensors 22 comprise an accelerometer 22’, preferably with three axes, and/or a gyroscope 22", preferably with three axes, configured to obtain data on the position of vehicle 3 in space. Conveniently, said third sensors 22 can comprise a sensor for detecting the presence of gas or smoke. Conveniently, data relating to the operation and/or state of the vehicle 3 in which said device is installed can also be obtained and/or processed from the data of the third sensors 22 relating to the device 2. In particular, advantageously, the data thus obtained are more reliable since the third sensors 22 are more difficult to tamper with.

Preferably, the device 2 comprises and/or is connected to at least a first sensor 18 and comprises and/or is connected to at least a third sensor 22, in which said first sensor 18 and said third sensor 22 are configured to detect data concerning, or from which the same quantities relating to the state and/or operation (for example in terms of speed) of the vehicle 3 in which said device is installed can be derived; suitably, this makes it possible to have redundant readings on the state and/or operation of the vehicle 3, thus allowing them to be compared, as well as increasing their reliability and accuracy.

Conveniently, the data detected by said first sensors 18 and/or by said second sensors 20, and/or by said third sensors 22 can be entirely stored inside at least one of said storage units 6 and/or 6’. Preferably, all the data detected by the sensors 18, 20 and 22 are always and continuously stored in said storage units 6 and/or 6’ of the device 2 which can thus operate as a " data logge for all or part of the detected data from said sensors. Alternatively, only the data detected by said sensors 18, 20, 22 which deviate from predefined values and which, preferably, thus identify particular facts/situations, can be stored in said storage units 6 and/or 6’ of device 2.

Advantageously, the device 2 can provide one or more serial ports 39 (for example USB or FireWire) which allow it to be connected via cable with an external processing unit 40, for example with a PC, preferably in order to update its software or firmware of the control and processing unit 4, and/or in order to download the data saved in one of the storage units 6 6 Advantageously, the data stored inside said storage units 6 and/or 6’ can be transmitted and downloaded outside the device 2 and, conveniently, this can be done via cable and/or wireless, for example by means of the serial ports 39, through the port associated with the module 21, through the communication bus 10, through the communication means 14 and/or through the wireless communication module 19. Conveniently, in this way, a large amount of data is acquired externally which can then be processed and analyzed.

Preferably, a device 2 is installed on each vehicle 3 taking part in the motoring event.

The set of devices 2, in combination with an apparatus 23, preferably provided at a control station 29, define the infrastructure 1 for the management of a motoring event.

The apparatus 23 comprises a central unit 24, preferably for control and/or processing, which communicates separately and independently with each of said devices 2.

The central unit 24 of the apparatus 23 preferably comprises an electronic card with a processor configured for processing the data received from the devices 2. Preferably, said central unit 24 of the apparatus 23 is a computer and/or a server.

Advantageously, the infrastructure 1 can also comprise a further remote unit (for example a remote server or a virtual server in the cloud) configured to communicate via wireless with the central unit 24 of the apparatus 23 and/or with the units 4 of the devices 2 installed in vehicles 3. In this way, third parties - previously authorized - will be able to connect to said further remote unit through appropriate interfaces, thus managing to monitor data and the general state of the infrastructure even from additional remote locations. Preferably, in particular, the central unit 24 of the apparatus 23 is configured so as to control and supervise the communications with the devices 2 installed in the vehicles 3, and also so as to exchange data - preferably via the internet - with the further remote unit to keep the situation of the track and of the cars constantly updated also in the latter. Preferably, the units 4 of the devices 2 installed in the vehicles 3 are configured to send data, as well as to the central unit 24 of the apparatus 23, also to said further remote unit.

The apparatus 23 also comprises second communication means 26 integrated and/or connected with said central unit 24. Said second communication means 26 are configured to interface with the first communication means 14 of each device 2, to thus allow bidirectional exchange of data and/or information between the central unit and each device 2.

The control and processing unit 4 of each device 2 is configured to process the data detected by at least one sensor 18, 20 and/or 22 and to generate at least a first signal 25 which is representative and/or contains said data thus detected and/or processed, and/or which is derived/generated starting from said data thus detected and/or processed. The first signal 25 is sent from the device 2 to the apparatus 23 via the first communication means 14.

The central unit 24 of the apparatus 23, which is provided at the control station 29, is configured to generate at least a second signal 27 which is then sent via the second communication means 26 to one or more of the devices 2, preferably to all the devices 2 installed on the vehicles 3 participating in a specific motoring event.

Preferably, the second communication means 26 can be configured to receive/transmit data from/to the first communication means 14 of each device 2, to thus allow an operator of the control station 29 that manages the central unit 24 to know the state of all the vehicles 3 and/or of sending second signals 27 to the devices 2 of said vehicles 3.

Conveniently, the second communication means 26 comprise at least one transmitter for wireless data transmission and at least one receiver for wireless data transmission.

Advantageously, the second communication means 26 comprise at least two second communication modules 26’ and 26" which are configured to operate in wireless mode with protocols and/or radio frequencies and/or on different telecommunications networks. Conveniently, said two second communication modules 26’ and 26" can respectively comprise a reception module and a transmission module, or they can both be two transceiver modules.

Preferably, the second communication means 26 comprise:

- a second communication module 26’ via radio which is configured to transmit/receive radio frequency signals, preferably of the VHF or UHF type; advantageously, said first module can operate in analog and/or digital modulation and with protocols such as, for example, of the type DMR, XNDN, TETRA, IDAS, LoRa, etc.

- a further second 26” transceiver module (for example a GSM modem) which is configured to transmit/receive data through a cellular telephone network, such as the GSM network, TACS, GPRS, EDGE, UMTS, HSPA, LTE, or via the internet or a Wi-Fi network.

Basically, the first module 14’ provided in each device 2 communicates with the second module 26' of the apparatus 23, while said further first module 14” provided in each device 2 communicates with said further second module 26” of the apparatus 23. Conveniently, the wireless communication of the first module 14’ with the second module 26' and the wireless communication of the further first module 14” with said further second module 26” takes place with protocols and/or radio frequencies and/or on different telecommunication networks.

Preferably, the radio signal of the second module 26’ of the second communication means 26 of the apparatus 23 of the control station 29 can be transmitted directly to the first module 14' of the first communication means 14 of each device 2 and/or vice versa or, if necessary, it can be transmitted via a land or air radio link.

Advantageously, the first signal 25, which is sent from each device 2 to the apparatus 23 of the control station 29, is transmitted by said further first module 14” of the first communication means 14 of said device 2 to the corresponding further second module 26” of the second communication means 26 of said apparatus 23. In essence, the first signal 25 is transmitted/received through a cellular telephone network, such as for example the GSM, TACS, GPRS, EDGE, UMTS, HSPA, LTE network, or via the internet or a Wi-Fi network.

Advantageously, the second signal 27, which is sent by the apparatus 23 of the control station 23 towards each device 2, is transmitted by the second module 26’ of the second communication means 26 of said apparatus 23 towards the corresponding first module 14' of the first communication means 14 of said device 2. In essence, the second signal 27 - which is sent by the apparatus 23 of the control station 29 to each device 2 - is transmitted/received through radiofrequency signals sent directly between the two modules or, if necessary, through radio links. In particular, advantageously, in this way, the transceiving of the second signal 27 - whose transceiver timing is more critical/decisive than that required for the first signal 25 - is not influenced by network traffic, thus ensuring that the second signal 27 sent by the apparatus 23 reaches each device 2 without any transmission delay. Preferably, the second signal 27 is transmitted and received by communication modules (26’ and 14') which are different from those (14” and 26”) used for the transmission and reception of the first signal 25.

Conveniently, although being always provided, both in each device 2 and in the apparatus 23, two different communication modules (i.e. 14’ and 14” for the device 2 and 26' and 26” for the apparatus 23), of the first signal 25 and of the second signal 27 if necessary (for example in the case in which the telephone signal is not present along the circuit, or in order to reduce the higher costs foreseen in radio transmission) can be carried out using the same communication modules, for example only the modules 14’ and 26' or only the modules 14” and 26”. Advantageously, the infrastructure 1 is configured (and in particular the units 4 of the devices 2 and the central unit 24 of the apparatus 23 are configured) so as to be able to alternatively operate if necessary in one of the following three operating configurations:

- a first operating configuration in which said first signal 25 is transmitted from said further first module 14” of said device 2 to said further second module 26” of said apparatus, while said second signal is transmitted by said second module 26’ of said apparatus 23 to said first module 14’ of said device 2, - a second operating configuration in which said first signal 25 is transmitted from said further first module 14” of said device 2 to said further second module 26” and said second signal is transmitted by said further second module 26” of said apparatus 23 to said further first module 14” of said device 2, - a third operating configuration in which said first signal 25 is transmitted from said first module 14’ of said device 2 to said second module 26' and said second signal is transmitted from said second module 26’ of said apparatus 23 to said first module 14’ of said device 2.

Advantageously, in particular, the apparatus 23 comprises one or more displays 59, also of the touch-screen type, which is connected to the central unit 24 and which is configured to allow an operator of the station to control 29 for displaying a plurality of data received from the device or devices 2 installed on the vehicles 3 and/or processed by the central unit itself.

Preferably, the central unit 24 comprises a computer connected to two monitors and a third interactive display. In particular, the first monitor can be of the touch screen type, preferably with horizontal development, which advantageously replaces the classic keyboard and acts as a control panel. Conveniently, all possible messages that an operator of the control station 29 can send to the devices 2 mounted in the vehicles 3 are shown on the first monitor. In particular, the second monitor can be a traditional monitor and is positioned in front of an operator of the control station, on which the log of the messages sent to the devices 2 mounted in the vehicles (with clear indication of what is active) and all the messages received by the devices 2 mounted in the vehicles is shown. In particular, the third interactive viewer - for example a tablet or a telephone connected via wireless or cable to the computer of the central unit - is managed only and exclusively by the race director or by the person who has official responsibility for the communications to be sent to devices 2 mounted in vehicles. Conveniently, on the third viewer, a screen with messages and confirmation buttons can be shown; in particular, when the operator, via the first monitor, requests the sending of a message to one or more vehicles 3, this message is shown on the third interactive display and is not actually sent to the devices 2 until the race director sends a corresponding confirmation by pressing a specific button shown on the third interactive viewer.

Advantageously, information from the devices 2 mounted in the vehicles can also be displayed on one or more displays provided at the control station 3.

Advantageously, the central unit 24 can be equipped with its own GNSS receiver to receive the time from the GNSS satellite system. The device 2, and in particular its control and processing unit 4, is configured to identify, starting from the data detected by the first 18 and/or second 20 and/or third sensors 22, anomaly situations of the vehicle 3 and/or of the driver and/or the device itself.

Conveniently, the data detected by the first sensors 18 and/or second sensors 20 and/or third sensors 22 can be subjected to a first processing by the control and processing unit 4 in order to obtain further processed data; for example, the data detected by the accelerometer 22’ and the gyroscope 22" and/or the variation of the position detected starting from the data provided by the GNSS receiver 8' in a given time interval can be processed in order to identify anomalous situations or potential accidents and/or obstacles along the route.

Advantageously, said processing can be carried out according to an algorithm implemented in a software loaded and executed in the control and processing unit 4 of each device 2.

Advantageously, said processing carried out in/by the control and processing unit 4 can also comprise a’ appropriate aggregation of data from sensors 18, 20 and/or 22 to thus create an optimized data packet to be sent to the apparatus 23 by means of the first communication means 14. Advantageously, said processing carried out in/by the control unit and processing 4 can be used to understand if and when it is necessary to send the data packet to the apparatus 23 by means of the first communication means 14. Conveniently, the control and processing unit 4 of each device 2 communicates with the central unit 24 of the apparatus 23 by sending, by means of the first communication means 14, said at least one first signal 25.

Advantageously, said first signal 25 is generated and/or sent, by a device 2 mounted in a vehicle 3, to the central unit 24 of the apparatus 23 only following a processing carried out by the control and processing unit 4 of said device 2, for example comparing the data detected by the sensors 18, 20 and/or 22, or pre-processed starting from the latter, with predefined values, to thus identify a particular situation or condition of the vehicle and/or the driver and/or the device 2.

In particular, in the event that one or more of the data - which have been detected by the first sensors 18 and/or second sensors 20 and/or third sensors 22 and/or which derive from the processing of what has been detected by one or more of said sensors - should they be anomalous (i.e. altered and/or unexpected and/or in any case different from expected values, suitably predefined and pre-stored), the control and processing unit 4 is configured to generate said first signal 25 which is sent by the first media 14 to a central unit 24. Preferably, the first signal 25 is sent from each device 2 to the apparatus 23 only if the corresponding control and processing unit 4 of the device detects an anomaly in the vehicle 3 (in which said device is installed) and/or of the driver and/or the device itself.

Conveniently, the central unit 24 of the apparatus 23 is configured to generate at least a second signal 27 and to send the latter, by means of the second communication means 26, to at least a control and processing unit 4 of a device 2, preferably simultaneously with all the units 4 of all the devices 2.

Conveniently, the control and processing unit 4 of each device 2, which receives said at least one second signal 27, is also configured to process said second signal 27 which has been sent from the central unit 24 by means of said second communication means 26.

Conveniently, if no first signals 25 are generated (i.e. when the control and processing unit 4 does not detect any anomaly), no communication is sent from the device 2 to the central unit 24 by means of said first communication means 14.

In essence, signals 25 are sent to the central unit 24 of the apparatus 23 of the control station 29 only when it is necessary and, advantageously, these signals 25 contain data already processed and deriving from a processing carried out by the control and command unit 4 of the device 2 installed in each vehicle 3.

Advantageously, in this way, to the apparatus 23 only data already processed and which deviate from predefined ideal/expected values is sent, thus reducing/optimizing the amount of information that each device 2 sends to said apparatus 23 of the control station 29 during the motoring event; conveniently, this allows to reduce/optimize the consumption of the transmission band and also reduces the data and processing load required by the central unit 24 of the apparatus 23.

Conveniently, for example, the control and processing unit 4 of each device 2, installed in a vehicle 23, can be configured to send to the apparatus 23 of the control station 29 a first signal 25 in the event that one or more of the batteries T and 7" are discharged or nearly discharged. For example, a first signal 25 can also comprise information relating to the percentage of remaining charge of the battery T and/or 7" and the autonomy time calculated according to the current consumption or according to an average of the consumptions in a predefined interval.

Moreover, advantageously, a first signal 25 can be sent from each device 2 to the apparatus 23 of the control station 29 in the event that the vehicle 3 on which the device 2 is installed is in motion (detecting this condition on the basis of the first sensors 18 or of the third sensors 22, for example by means of the accelerometer, or of the position data received over time by the GNSS receiver 8’), while the device itself is not powered by the external battery 7' of the vehicle 3. Advantageously, the first signals 25 are sent by each device 2 to the apparatus 23 of the control station 29, and in particular to the central unit 24, automatically, i.e. without requiring or foreseeing any decision or intervention by the driver and/or the second driver/navigator. For example, a first signal 25 can be sent by the control and processing unit 4 of each device 2 to the central unit 24 of the apparatus 23 of the control station 29 in the event that the vehicle 3 is stationary inside and/or near the carriageway or circuit layout. Conveniently, this circumstance can be identified starting from the data detected by the first sensors 18 mounted on board the vehicle 3 and/or by the third sensors 22 provided in the device 2, for example on the basis of data coming from the accelerometer, and/or on the base of the data obtained by the GNSS receiver 8’.

Preferably, in this case, the control and processing unit 4 of the device 2 of the stationary vehicle 3 also analyzes and/or processes further data received from the first sensors 18 and/or from the third sensors 22 just before the vehicle stops, and this in order to trace the causes of the arrest. For example, data relating to the status of the engine and/or transmission can be analyzed, and data from the tire pressure sensors can also be analyzed in order to detect a possible puncture or other data relating to the vehicle 3, data that can for example be provided to verify any failures. Conveniently, upon the occurrence of the aforementioned circumstance, alternatively or in addition to the data received from the first sensors 18 and/or third sensors 22, the data from the second sensors 20 can also be analyzed to verify the status of the driver and possibly of his co-driver/navigator and this in order to verify any trauma and/or illness that may have occurred.

Furthermore, if a sensor is provided inside the fuel tank, the temperature data of the fuel contained inside the tank can be measured, in order to verify compliance with the regulations that do not permit the fuel to be cooled beyond a certain value in order to improve vehicle performance. Alternatively and/or in addition, the data relating to the level of the fuel contained in the tank can be detected in order to prevent or highlight a stop related to a low fuel level.

Conveniently, all the data received by the control and processing unit 4 of the corresponding device 2 mounted on the vehicle 3, after having been suitably processed by said unit, can be sent - by means of the first communication means 14 - to the central unit 24 as first signal 25.

Advantageously, through the analysis of the data detected by the sensors 18, 20 and 22, and possibly reprocessed - for example on the basis of the speed and acceleration values calculated starting from what is obtained by the GNSS receiver 8’, and/o by means of the accelerometer 22’ and/or the gyroscope 22" - the control and processing unit 4 of the device 2 can calculate and define an accident severity index to be sent to the central unit 24 of the apparatus 23. Conveniently, therefore, the first signal 25, which is sent from the device 2 to the central unit 24 by means of the communication means 14, can comprise the gravity index that has been defined by the device 2.

A first signal 25 can be sent from the device 2 to the apparatus 23 of the control station 29 even in the case in which the driver who drives the vehicle 3, inside which the device 2 is housed, has committed an misconduct, such as for example, an excess of speed in a portion of the track where the speed itself is temporarily and/or permanently limited, or has used shortcuts, or in the case of other behaviors prohibited by the regulations, or dangerous maneuvers.

Conveniently, moreover, a first signal 25 can be sent from the device 2 to the apparatus 23 of the control station 29 in the event that, on the basis of the data detected by said first sensors 18 and/or second sensors 20 and/or third sensors 22, an anomaly (even temporary) is detected in the operation of the vehicle 3 and/or in the status of the driver. Furthermore, in this case, the data detected by the sensors, and possibly processed, can also be recorded inside at least one of said storage units 6 and/or 6’.

Preferably, the data which are recorded inside said first storage unit 6 and/or said second storage unit 6’ and/or which are contained in said first signal 25 may comprise one or more codes specifically defined and initialized to act by markers. Basically, these codes are of Boolean type (0-1) and are initialized, for example, to the value 0 (false). Advantageously, these codes can change their status passing for example from 0 to 1 (or vice versa) for a short fraction of time, following an activation command activated by the driver himself (for example by pressing, in the event that he has detected a malfunction in the vehicle 3, a special button on board the vehicle itself). Advantageously, these codes can be automatically modified following a suitable processing carried out by the control and processing unit 4 of the device 2, for example when - starting from the data coming from said first sensors 18 and/or second sensors 20 and/or third sensors 22 - an anomaly is identified. Advantageously, the use of said codes can make it easier and faster to identify a specific occurrence or event contained in the data recorded inside said first storage unit 6 and/or said second storage unit 6’ as such codes basically act as “markers” or “tags. Conveniently, said codes can also be stored on other storage units external to the device 2, and possibly installed on the vehicle 3, to thus operate as a data logger.

Preferably, the first signal 25 which is sent from the device 2 mounted in the vehicle 3 to the central unit 24 of the control station 29 can comprise the position of the vehicle 3 obtained by means of the GNSS receiver 8’. Alternatively and/or in addition to the above, the first signal 25 can comprise the position of the vehicle 3 with respect to the sectors into which the track on which the vehicle is traveling is divided. Advantageously, in both cases, the position can be measured in real time when the first signal 25 is sent. Advantageously, the first signal 25 sent by the device 2 to the central unit 24 can comprise useful/necessary data to allow the central unit 24 for identifying the type of accident that occurred to the vehicle 3 inside which the device 2 which sent said first signal is housed.

Preferably, the first signal 25 contains a unique identification code of the vehicle 3 and/or of the driver with which the device 2 is associated, to thus allow the central unit 24 to promptly identify the device/vehicle/driver sending the first signal 25.

Advantageously, the data detected by the first sensors 18, second sensors 20 and/or third sensors 22 of the device 2 can be associated with a corresponding instant in time, for example corresponding to the instant in time of their detection/acquisition, which is obtained by means of the GNSS receiver 8’ of the device itself and, suitably, the data thus associated are inserted into the first signal 25. Conveniently, this can be used for example by the operator of the control station 29 to impose any sanctions on the vehicles 3, in in particular if it should identify - starting from the combination of data, for example relating to the speed of the vehicle in a de terminated instant/time interval, contained in the first signal 25 - potentially punishable misconduct.

Advantageously, the first signal 25 sent by the device 2 to the central unit 24 comprises a timestamp (preferably corresponding to the time obtained by the GNSS receiver 8’), so as to allow univocally identifying the instant in which the first signal 25 was generated.

Advantageously, moreover, the device 2 is configured to receive from the central unit 24 of the apparatus 23 of the control station 29 said second signal 27 which, preferably, comprises information which is representative and/or relating to the conditions of the route and/or the conditions of other vehicles 3 that take part in the motoring event and/or are engaged within the same track. Preferably, the control and processing unit 4 of said device 2 is also configured to control the visualization on said dedicated display 11 and/or on display 49 of:

- data received from said at least one first sensor 18 and/or said at least one second 20 and/or said at least one third sensor 22 which is connected to and/or integrated in said device 2, and/or

- data processed starting from what is detected by said at least one first sensor 18 and/or said at least one second 20 and/or said at least one third sensor 22 which is connected to and/or integrated in said device 2, and/or

- information contained in and/or derived from said second signal 27 which has been received by said device 2 and which has been sent by the central unit 24 by means of said second communication means 26, and/or - at least one notice which is generated using the information contained in said second signal 27 which has been received by said device 2 and which has been sent by the central unit 24 by means of said second communication means 26,

- at least one notice which is generated following the reception of said second signal 27 which has been received by said device 2 and which has been sent by the central unit 24 by means of said second communication means 26.

Conveniently, the control and processing unit 4 of said device 2 is configured so that the display, modification and/or removal of the warnings on the dedicated display 11 or on the display 49 is always and only carried out automatically, i.e. it does not derive in any way from decisions, interventions or input commands sent or generated directly by the driver or by others on board the vehicle in which the device is installed. In this way, therefore, the driver “undergoes” visually - and does not create or directly and actively command through specific movements - what is displayed on the dedicated display 11 or on the display 49 and, therefore, the driver is distracted as little as possible.

Conveniently, the control and processing unit 4 of the device 2 is configured to process and/or use the second signal 27 in order to:

- display the information contained in said second signal on said dedicated display 11 and/or on display 49, and/or

- generate additional information to be displayed on said dedicated display 11 and/or on display 49, and/or

- to decide if and when to generate a warning to be displayed on the dedicated display 11 and/or on the display 49.

Preferably, the control and processing unit 4 of the device 2 is configured to process and/or use the information contained in the second signal 27 received (for example the information relating to the position in which the episode/situation to which the second received signal 27 refers occurred), and to compare and/or use it in combination with the data received by said GNSS receiver 8’ and/o with the data detected by the first 18 and/or second 20 and/or third sensors 22 associated and/or integrated in said device 2, and this in order to verify whether the second signal 27 received concerns an episode/situation that can/may be of interest for that device 2 installed in a specific vehicle 3 and which, as such, could/should influence the conduct of the driver or driver and/or other subjects on board said vehicle; for example, an episode/situation may/may be of interest for a device installed in a particular vehicle if it occurred in a portion of the track that is close to and/or in correspondence with the portion of the track where the vehicle 3 provided with said device 2, or it relates to a portion of the track that will soon be reached by the vehicle itself. Advantageously, the control and processing unit 4 of each device 2 is configured to control the visualization in the dedicated display 11 and/or in the display 49 of a warning relating to the content of/derived from said second signal 27 and/or the whose display is controlled by the latter. Preferably, the warning can be displayed in a symbolic and synthetic way, so as to be quickly understood by the driver or by his navigator/second driver. Advantageously, a corresponding activation of the luminous indicators 12 can be associated with the display of the warning, for example a flashing of the latter with a color which substantially corresponds to the color of the image displayed on said dedicated display.

Conveniently, the control and processing unit 4 of the device 2 mounted in a first vehicle 3 is configured so that - in the event that the second signal 27 received relates to an episode/situation (for example another stationary car or an accident) which could/should influence the conduct of the driver of said vehicle 3 in which said particular device (2) is installed - a corresponding warning is shown on the dedicated display 11 and/or on the display 49. In addition, advantageously, a warning can be reproduced sound through the 17”“ audio playback device.

Conveniently, the control and processing unit 4 of the device 2 is configured so that - if the second signal 27 received instead concerns an episode/situation that is/will not be of any interest for that device 2 installed in a specific vehicle 3 and which, as such, could not/should influence the behavior of the driver of said vehicle - no warning associated with said second signal is displayed on the dedicated display 11 and/or on the display 49.

Conveniently, the control and processing unit 4 of the device 2 is configured so that - if the second signal 27 received relates instead to an episode/situation that is not/will be of immediate interest for that device 2 installed in a specific vehicle 3 and that, as such, could not/should shortly affect the driver's conduct of said vehicle - no warning is displayed, shortly or immediately, on the dedicated display 11 and/or display 49, while the latter will only be displayed later when it becomes of interest. Conveniently, the trigger that defines the "timing" for displaying the warning on the dedicated display 11 and/or display 49 - which is associated with the second signal 27 or derives from the latter - is provided by the vehicle position data 3 coming/received continuously from the GNSS receiver 8’ of device 2.

Conveniently, in any case, the second signal 27 is stored inside the storage unit 6 and/or 6' of device 2. Preferably, the second signal 27 can be stored inside the storage unit 6 and/or 6’ of the device 2 which can thus operate as a "data logger" for the second signals 27.

Advantageously, when the control and processing unit 4 of the device 2 detects that the first vehicle 3 is approaching or is about to cross the portion of the route in which the episode/situation associated with the second signal 27 received has occurred (for example, it is approaching another railway vehicle mo or incident), then uses the second signal 27 previously received (and preferably previously loaded into the storage unit 6 and/or 6’) to generate a corresponding warning to be shown on the dedicated display 11 and/or on the display 49 of the first vehicle 3. Conveniently, the central unit 24 of the apparatus 23 of the control station 29, when it receives a first signal 25 from a device 2 installed on a vehicle 3, can generate a corresponding warning to be displayed on a suitable monitor, to allow the manager of said apparatus 23 to display and check the data contained in said first signal 25, for example relating to the vehicle 3 and/or to the track sector concerned. Advantageously, the central unit 24 of the apparatus 23 is configured to send a second signal 27 to all the vehicles 3, preferably via radio, so that it is received by all the vehicles 3, substantially simultaneously.

Advantageously, the central unit 24 of the apparatus 23 is configured so that the sending of said second signal 27 is subordinated to an input command inserted in said apparatus and/or received and then re-sent by the latter. Preferably, in a possible embodiment, the apparatus 23 is configured so that the sending of said second signal 27 is always and only subordinated to an input command inserted in said apparatus and/or received and then re-sent by the latter, i.e. is always and only subordinated to a decision and a human intervention. Conveniently, the input command can be given by a subject managing said apparatus

23 provided in the control position 29 or also by any other subjects that are positioned along the circuit; in particular, in the latter case, the subjects positioned along the circuit which, acting on an appropriate console, send to the apparatus 23 an input command containing a message (for example to communicate that in a certain area of the circuit it is waving a flag) and it is then the apparatus 23 which automatically re-sends - i.e. without requiring any human intervention - the same message to the vehicles.

Conveniently, in a possible embodiment, said second signal 27 - which is sent by the central unit 24 of the apparatus 23 to the devices 2 of the vehicles 3 - can also be sent automatically, i.e. after an autonomous processing (i.e. without the intervention of an external user) from the central unit 24. For example, the central unit 24 of the apparatus 23 can be configured to automatically and/or periodically send to all the devices 2 a second signal 27 containing information relating to the respective position in the ranking of all vehicles 3 participating in the motoring event.

Conveniently, in a possible embodiment, the central unit 24 of the apparatus 23 is configured so that said second signal 27 can be sent following and/or based on the reception by the central unit 24 of one or more several first signals 25, or it can be sent on the basis of an input inserted by an operator, or it can be sent automatically by the central unit itself on the basis of suitable processing.

Conveniently, the vehicles 3 which are located in different sectors, and/or in distant portions of the circuit, and/or which are not directly affected by the second signal 27 received by the central unit 24, however receive said second signal 27 from the central unit 24, but the control and processing unit 4 of the corresponding device 2 does not generate a corresponding warning to be shown on the respective dedicated display 11 and/or on the display 49, and/or to be implemented by means of a respective audio reproduction device. Basically, preferably, the second signal 27 is always sent by the apparatus 23 to all the devices 2 participating in the motoring event, and it is then the control unit 4 of the single device 2 which decides - on the basis of the second signal 27 received and of the data received by the GNSS receiver 8’ and/or detected by the sensors 18, 20 and/or 22 associated and/or integrated in each device 2 - if, and possibly when, show a corresponding warning on the dedicated display 11 and/or on the display 49. Advantageously, the control and processing unit 4 of the device 2 installed on a vehicle

3, when it recognizes (on the basis of position data obtained by the GNSS receiver 8’) that it is in correspondence with and/or near a sector of the track affected by the episode/situation connected to the second signal 27, is configured to display a warning on the respective dedicated display 11 and/or on the display 49, preferably a symbolic and synthetic warning, to be so quickly understood by the driver or his navigator/second driver.

Conveniently, the warning remains displayed on the dedicated display 11 and/or on the display 49 of vehicle 3 until the episode/situation that generated it is resolved and/or until said vehicle 3 goes outside/moves away from the sector of the track where it happened and/or is affected by said episode/situation which caused the sending of the second signal 27 from the central unit 24 to said vehicle 3.

Conveniently, the central unit 24 of the apparatus 23 is also configured to send a second signal 27 also for the communication of the cessation of the episode/situation that generated one or more previous second signals 27. In substance this allows to remove the warning from the dedicated display 11 and/or from the display 49 of the vehicle 3 to which the previous second signal 27 had been sent and which had shown a corresponding warning to the driver and/or the co-driver/navigator on the dedicated display 11 and/or on the display 49.

Advantageously, in fact, in the solution according to the invention, the driver and/or the second driver/navigator are in no way able to remove the warning from the dedicated display 11 and/or from the display 49 since the latter is not interactive. Conveniently, in fact, the control and processing unit 4 of said device 2 is also configured so that the modification and/or removal of the display of a warning displayed in said dedicated display 11 and/or in said display 49 takes place always and only automatically (i.e. without any human intervention) and, in particular, for example, it can occur:

- after a certain amount of time has elapsed, and/or - against a processing carried out by the unit 4 itself on the basis of the data detected by the sensors 18, 20 and/or 22,

- against a processing carried out by the unit 4 itself on the basis of the data received from the GNSS receiver 8’, i.e. on the basis of the variation in the position of the vehicle 3 detected starting from the data provided by the GNSS receiver 8'; for example, the removal and/or modification of the displayed warning occurs automatically when the vehicle 3 exits/moves away from the sector of the track where it happened and/or is affected by said episode/situation that caused the sending of the second signal 27 from the central unit 24 to said vehicle 3, thus causing the display of said warning to be removed and/or modified, and/or following a further second signal 27 which is sent to the control and processing unit 4 said device 2 by the central unit 24 of the apparatus 23 by means of said second communication means 26. Conveniently, the warning shown in the dedicated display 11 and/or in the display 49 of each vehicle 3, may also include information relating to the position in which the situation occurred which then resulted in the sending of a second signal 27 from the apparatus 23 to the devices 2 and/or the track sector affected by said episode/situation.

Conveniently, the second signal 27 can also contain a time stamp. In particular, said timestamp may comprise the time of the sending of the second signal 27 to each device 2 and/or may further comprise a specific time trigger in which a certain warning must be displayed by each device. Preferably, the control and processing unit 4 of each device 2 is configured to compare the hourly trigger for displaying an alert (hourly trigger which is sent to each device 2 by means of said second signal 27) with the time received by each device 2 using the 8’ GNSS receiver. Basically, the control and processing unit 4 of each device 2 is configured so that the alert is displayed only when the time received by the GNSS receiver 8’ of each device 2 reaches the value of the hour trigger received by each device 2 by means of said second signal 27. Conveniently, in substance, in this way all the devices 2 use and are synchronized on the same common hour counter (which corresponds to the time that each device receives through its GNSS receiver 8’) and, therefore, the warning generated by the hourly trigger is displayed at the correct time point, which is preferably the same for all vehicles. Advantageously, in the event that the time trigger provided for the display of the warning by the device 2 is subsequent to the time of reception of the second signal 27, the control and processing unit 4 of the device 2 can be configured to display a countdown on said dedicated display 11 and/or on display 49.

Conveniently, the second signal 27 may contain the identification of the driver and/or vehicle involved in the episode/situation that generated the second signal 27.

Advantageously, in infrastructure 1 according to the invention, the devices 2 are configured to communicate only with the central unit 24. In particular, suitably, the devices 2 are configured to communicate separately and independently with each other with the central unit 24. Preferably, in infrastructure 1 according to the invention, the devices 2 are therefore not configured to communicate directly with each other.

Advantageously, moreover, the central unit 24 of the apparatus 23 of the control station 29 is configured to request one or more specific devices 2 installed on corresponding vehicles 3 to read the values detected by one or more of the sensors 18, 20 and/or 22, and this in order to verify the operation of the vehicles themselves, the conditions of the drivers, or any failure to comply with one or more rules.

In particular, for example, this can be useful for:

- monitor the status of a single vehicle 3 or a plurality of vehicles 3 in relation to breakdowns and/or malfunctions and/or accidents which have occurred or to prevent them,

- monitor the speed of all vehicles in the event that a second signal 27 is emitted to warn to limit speed on the entire track,

- monitor the speed of individual vehicles in the event that they are in an area where the speed must be limited to below a certain value, for example at or near the pit lane of a circuit or a built-up area during a road event, or in the presence of yellow flags along the route,

- activate the environmental microphone in the event of an accident, with the possibility of recording the audio thus acquired, and possibly activating the sound reproduction device inside the vehicle 3, thus allowing direct voice contact between the driver/s of the vehicle/s 3 involved and the operator of the control and processing unit 24 itself and/or of a medical center and/or other appropriate personnel,

- detecting the presence and/or number of occupants inside a vehicle 3 by means of the weight sensor(s) possibly installed in the vehicle itself.

As is clear from what has been said, the infrastructure 1 according to the invention is particularly advantageous in that:

- the device can be installed on any type of vehicle, even standard, in a simple, fast and economical way, - it allows to limit the bandwidth consumption because only data already analyzed and therefore "skimmed" are sent to the central unit of the apparatus provided at the control station, or data are sent only if requested by the central unit itself,

- by sending data already previously and appropriately processed to the central unit of the apparatus provided at the control station, the processing times and resources required at said central unit are reduced,

- shows on a dedicated display only the pertinent information (essentially operating a sort of "filtering") between all the information that each device receives from the central unit of the control station apparatus, thus avoiding unnecessary distractions for the driver, - the removal of the warnings, shown on the dedicated viewer or on the vehicle display, is always and only automatically, thus avoiding the need for direct interventions or movements by the driver and/or co-driver which could cause unwanted distractions, and

- it allows, through the device mounted in each vehicle, to carry out an analysis of the data on board the vehicle itself, thus allowing greater precision/reliability in the results of said analyzes.

Claims

1. Infrastructure (1) for the management of a motoring event, characterized by the fact of including:

- at least one device (2), preferably at least two devices (2), each device (2) being intended to be installed, preferably removable, on a corresponding vehicle (3) participating in said motoring event,

- an apparatus (23) which is intended to be installed outside said vehicle (3) at a control station (29) of said motoring event, said apparatus (23) being configured to communicate separately and independently with each device (2), and characterized in that each device (2) comprises:

- a control and processing unit (4) configured to receive and/or process data from at least one sensor (18, 20, 22), which is configured to detect data relating to the vehicle (3) and/or the driver and/or to the device itself, and to generate at least a first signal (25) representative of said data thus processed and/or received, - first communication means (14) configured to send said at least one first signal (25) to said apparatus (23), and in that said apparatus (23) comprises:

- a central control and/or processing unit (24) which is configured to generate at least one second signal (27), - second communication means (26) configured to send said second signal (27) to said at least one device (2), and in that:

- said first communication means (14) of said device (2) comprise a first communication module (14’) and a further first communication module (14") which are configured to operate wirelessly with protocols and/or frequencies radio and/or on different networks, and

- said second communication means (26) of said apparatus (23) comprise a second communication module (26’) and a further second communication module (26") which are configured to operate wirelessly with protocols and/or frequencies radio and/or on different networks,

- said first communication module (14’) is configured to transmit and/or receive data to/from said second communication module (26'), while said first further communication module (14”) is configured to transmit and/or receive data to/from said second further communication module (26”), - inside each vehicle (3), the corresponding device (2) is electronically connected to a dedicated display (11) that can be installed in the vehicle (3) and/or is electronically connected to a display (49) which is integrated into the vehicle itself, and by the fact that said control and processing unit (4) of each device (2) is configured: - to process the second signal (27) which has been sent from the central unit (24) to said device (2) by means of said second communication means (26),

- to generate, on the basis of the processing carried out on said second signal (27), at least one warning to be displayed on said dedicated display (11) and/or on the display (49) of the vehicle (3) in which the corresponding device (2) is installed, - so that the display, modification and removal of said warnings on the dedicated display (11) and/or on the display (49) of the corresponding vehicle is always and only carried out automatically.

2. Infrastructure according to claim 1 , characterized in that each device (2) comprises and/or is connected to a GNSS receiver (8’), preferably a GPS receiver, which is electronically connected to the control and processing unit (4) of said device (2), to thus provide said unit with the position and time data provided by a GGNS system.

3. Infrastructure according to one or more of the preceding claims, characterized by the fact that said apparatus (23) is configured to communicate only separately and independently with each device (2) and by the fact that said at least two devices (2) do not communicate directly between them.

4. Infrastructure according to one or more of the preceding claims, characterized in that for each device (2) intended to be installed on board a vehicle (3):

- the control and processing unit (4) of said device (2) is intended to be connected to first sensors (18, 18’, 18") which are installed/installable on board the vehicle (3) and which are configured to detect data relating to the state and/or operation of the vehicle (3) on which said device (2) is installed, said first sensors (18, 18’, 18") being external with respect to the casing (5) of said device (2) and being connected to the unit (4) of said device (2) directly or through the control unit (9) of the vehicle (3), and/or

- the control and processing unit (4) of said device (2) is intended to be connected to second sensors (20) configured to detect data relating to the state of the driver and/or other subjects present inside the passenger compartment said vehicle (3), and/or

- said device (2) comprises third sensors (22) which are connected to the control and processing unit (4) of said device and are housed inside the casing (5) of said device (2) and/or are mounted on said casing (5).

5. Infrastructure according to one or more of the preceding claims characterized by the fact that the control and processing unit (4) of each device (2) is configured in such a way as to match the data detected/coming from said first sensors (18) and/or second sensors (20) and/or third sensors (22) of the device (2) a corresponding instant in time, preferably corresponding to the instant in time of their detection/acquisition, which is obtained by means of the GNSS receiver (8’) of the device itself.

6. Infrastructure according to one or more of the preceding claims characterized in that:

- said first signal (25) is transmitted from said further first module (14”) of said device (2) to said further second module (26”) of said apparatus,

- said second signal is transmitted from said second module (26’) of said apparatus (23) to said first module (14') of said device (2).

7. Infrastructure according to one or more of the preceding claims, characterized by the fact of being able to operate alternately as necessary in one of the following three operating configurations:

- a first operating configuration in which said first signal (25) is transmitted from said further first module (14”) of said device (2) to said further second module (26”) of said apparatus, while said second signal is transmitted from said second module (26’) of said apparatus (23) to said first module (14') of said device (2),

- a second operating configuration in which said first signal (25) is transmitted from said further first module (14”) of said device (2) to said further second module (26”) and said second signal is transmitted by said further second module (26”) of said apparatus (23) to said further first module (14”) of said device (2),

- a third operating configuration in which said first signal (25) is transmitted from said first module (14’) of said device (2) to said second module (26') and said second signal is transmitted by said second module (26’) of said apparatus (23) to said first module (14') of said device (2).

8. Infrastructure (1) according to one or more of the preceding claims characterized in that each device (2):

- comprises a casing (5) in which said control and processing unit (4) is housed together with other components of said device, said casing (5) being configured to be removably installable in said vehicle (3),

- is configured to be connected by cable with the electronic control unit (9) of the vehicle (3) in which said device is intended to be installed, to provide the control and processing unit (4) of said device (2) with relative data the operation and/or condition of said vehicle.

9. Infrastructure according to one or more of the preceding claims characterized in that said dedicated display (11) is:

- additional and/or separate from the display (49) of the vehicle (3) which is connected to the control unit (9) of the vehicle itself, - connected to a device (2) and is intended to be installed inside the same vehicle (3) in which said device (2), is installed

10. Infrastructure according to one or more of the preceding claims characterized by the fact that the control and processing (4) of each device (2) is configured to process and/or use the second signal (27), which has been sent by the central unit (24) by means of said second communication means (26), in order to:

- display the information contained in said second signal (27) in said dedicated display (11) and/or display (49), and/or

- generate additional information to be displayed in said dedicated display (11) and/or display (49), and/or

- to decide if and when to generate a warning to be displayed on the dedicated viewer (11 ) and/or display (49).

11. Infrastructure according to one or more of the preceding claims characterized in that said dedicated display (11) is not interactive.

12. Infrastructure according to one or more of the preceding claims characterized in that the control and processing unit (4) of said device (2) is also configured so that the modification and removal of the display of a warning displayed in said display dedicated (11 ) and/or display (49) occurs automatically:

- after a certain amount of time has elapsed, and/or - following the reception of a further second signal (27) which is sent to the control and processing unit (4) of said device (2) by the central unit (24) of the apparatus (23) by means of said second communication means (26),

- against a processing carried out by the unit 4 itself on the basis of the data received from the GNSS receiver (8’), and/or - against a processing carried out by the unit 4 itself on the basis of the data detected by the sensors (18, 20 and/or 22).

13. Infrastructure according to one or more of the preceding claims characterized in that said control and processing unit (4) is configured to generate and/or send said at least one first signal (25) only if, following a processing carried out by the control and processing unit (4) of said device (2), a predefined situation or condition of the vehicle and/or the driver and/or the device (2) is identified.

14. Infrastructure according to one or more of the preceding claims characterized in that said device (2) can be connected to the electronic control unit (9) of the vehicle by means of a communication bus (10).

15. Infrastructure according to one or more of the preceding claims characterized in that: - the central unit (24) of the apparatus (23) is configured to generate at least a second signal (27) and to send this second signal (27) simultaneously to all the units (4) of all the devices (2).

- the control and processing unit (4) of all the devices (2) is configured to process and/or use the information contained in the second signal (27) received, and to compare and/or use it in combination with the data received by said GNSS receiver 8’ and/or with the data detected by the first (18) and/or second (20) and/or third sensors (22), in order to check if the second signal (27) received concerns an episode/situation that may/may be of interest for the device (2) installed in a particular vehicle (3).

16. Infrastructure according to one or more of the preceding claims characterized in that the control and processing unit (4) of each device (2) is configured so that a corresponding warning is shown on the dedicated display (11) and/or on the display (49) only if the second signal (27) received by a certain device (2) concerns an episode/situation that could/should influence the conduct of the driver of the vehicle (3), in which said particular device (2) is installed,

17. Infrastructure according to one or more of the preceding claims characterized in that said first signals (25) are sent by each device (2) to the apparatus (23) of the control station (29) automatically, i.e. without requesting or providing for any decision or intervention by the driver or any other person on board the vehicle in which the device is installed.

18. Infrastructure according to one or more of the preceding claims characterized by the fact that said second signals (27) are sent by the apparatus (23) of the control station (29) to each device (2) only in response to an input command provided by an operator.