FR2805792A1 - Motor vehicle remote control has central command center connected via satellite to vehicle to control speed - Google Patents

Abstract

The motor vehicle remote control has exterior emitters which transmit vehicle information to a satellite system for transmission to a central control. The vehicle can send a stolen or break-in signal to the center for an alarm to be raised. Also vehicle-operating conditions such as speed in a given area can be compared at the central control to maximum limits and the vehicle speed controlled accordingly. Warning displays can be built into the vehicle to show when excess speed is used.

Description

The present invention relates to a safety device for motor vehicles to help drivers comply with speed limits, stopping at stops, and certain prohibitions to overtake, prevent theft of vehicles, make it possible to change the authorized speed according to the need, help traffic authorities to detect drivers who do not respect the rules of the road and improve the speed of rescue in the event of an accident or the intervention in case of the theft of the vehicle. Traditionally, the rules of the road are respected by the driver's attention when reading the traffic signs on the roadside and on the speedometer. The authorized speed is fixed (except in case of rain and fog) and is not always adapted to the necessities of the moment. The speed of vehicles is generally equal to or slightly higher than the value not to be exceeded and very rarely below.

Due to lack of resources, the traffic code checks are carried out on the main axes by sampling the vehicles. These controls are generally non-existent on the secondary roads. Those accustomed to overspeeding have listening and transmission H.F, which quickly reduce the effectiveness of controls.

The security against theft is ensured by a key lock which condemns the doors and the steering wheel and more and more often the implementation of the engine requires an access code. Sometimes an audible alarm completes these devices.

The present invention is intended primarily to drastically reduce the number of serious accidents that are deplored each year. Indeed, we know that with the current system of speed limitation and control by sampling, we deplore in France every year around 8000 killed, that 15% of the children who will be born during the year will have, before having reaches their 25th year, a serious accident or will be killed. <I> By </ I> <I> adopting a variable authorized speed and adapted permanently to the conditions of the </ I> <I> circulation and </ I> replacing <I> the </ I> control <I> by current sampling, by systematic </ I> <I> control of </ I> dangerous offenses, <I> the number of significant accidents should be </ I> > <I> significantly reduce. </ I> Indeed, the majority of serious accidents have a direct or indirect origin, a speed that is too high. The speed is very often the triggering factor of the accident: speed higher than that allowed but also allowed speed too important at the moment of the accident (example case of the grazing sun facing a driver, presence of ice, thick fog or condition and limitation of driver or vehicle capacity, traffic flow too dense, etc.).

The proposed device does not call into question the predominance of the driver who remains the one who decides the speed of his vehicle, but on the contrary reinforces and engages his responsibility in the consequences of his decision. It is not conceivable to want to massively reduce the number of accidents by looking at and acting separately on each actor. Speeding, Excessive speed permitted at the time of passage of the vehicle, Stops not respected, Prohibitions to overtake not respected, Ineffective or misunderstood checks, Falsifications of vehicles, Theft of vehicles, Time delays for accidents too important or incomplete information , BAC, <I> are parameters that must be considered together in a global system managed in real time by the authority responsible for law and circulation. </ i> is the price that will change the behavior of drivers and that we will reduce the number of accidents.

The present device has been designed to be in perfect harmony with this concept as shown by the objectives explained below.

However, to be feasible, it is necessary that the cost of the concept is low, so <I> to use as much as possible an existing <I> infrastructure </ I>. on existing new techniques like satellites through GPS to obtain the current coordinates of the vehicle and the G.S.M. for example with the use of messaging and or an Internet connection to receive and transmit information useful for the operation of the device. Means that are already more or less available on vehicles. On the other hand, for the concept to function properly, information passing from vehicles to control centers must be limited in size in order to avoid saturation of links, to limit calculation times and to occupy a reasonable memory space in vehicles. . It is therefore necessary to exclude the transfer of cards and <I> be limited to providing the position of the points of </ I> <I> remarkable signaling. </ I> Finally it is necessary that the <I> device is </ I > ultra <I> secure </ I> to avoid errors and deter potential drivers or thieves from any attempts to falsify.

Control centers are state means to develop. They are at the same time the repositories of the position of the traffic signs (speed, stop, prohibition to overtake), the managers of the regulation of the traffic (modulation of the authorized speed, prohibitions to exceed according to the needs and the hours) , the controllers of the road (accidents, vehicle theft, infringements). They transmit to the vehicles all information useful for their safety: position of the points of modification of the authorized speed, stops, prohibitions to overtake. They receive vehicles in real time: a personalized and unmeasurable identification message associating their current position, requests for future positions of traffic signs or alarm messages: accidents, theft, non-compliance with the signs. The local centers are linked to one or more main sites that store (for example) the vehicle data of their department. Each vehicle has a unique database that can be modified if needed by a local control center.

The overall aim of the device is to reduce the number of road fatalities by # # first objective: a general speed reduction without modifying the allowed values, the respect of stop at stops and by secondary effect to prohibit unauthorized overtaking. The device does not prevent the vehicle from rolling above the authorized speed limit, but by the frequency of reminders to the driver of obligation to "lift the foot" whenever the authorized speed is exceeded, and the risk of establishment and transfer to the control center of a statement of offense if the injunctions of the calculator are not followed, will have for first effect an almost general reduction in the actual speed. The sound reminder can also wake the sleepy and avoid an accident, it is the reason for the addition in the realization of a command from the dashboard allowing the introduction of a minimum speed which feeds an alarm sound if the vehicle speed is lower than this value (for motorway driving: high speed is the authorized speed).

The device is not intended to replace the signs, but to strengthen their action. This is mainly true for stops and prohibitions to overtake. The location accuracy of the vehicle will be in many cases better than 100 meters (rather 20 to 30 meters), it remains however insufficient in the case of the stop, it does not replace it and is not intended to do it. It allows in the open campaign to warn the driver in advance and remind him of the imminent approach of a stop. She checks that he respects it. In a very dense urban environment with stop signs, the device will probably be limited to the control of the most dangerous intersections and to the exceeding of the authorized speed. In addition, in that the device does not tolerate any exceeding of the authorized speed in the areas where it is forbidden to overtake, it contributes to compliance with this directive.

 # Second objective: a reduction of the risks of falsification of the device. It is therefore necessary that it be sufficiently protected against malicious acts. Efficiency is achieved by the use of a protected <I> edge computer </ I> as a means of calculating and controlling engine processes, associated with the means of communication of the vehicle.

 Thanks to <I> powerful </ I> controls on <I> the whole device </ I> that deliver in real time in a black box of recording and via means of transmission of the vehicle to the control center , in case of error, alert messages that identify the vehicle and specify its position.

Safety is ensured by three different <I> Vehicle access </ I> controls: this function prohibits access to an unidentified person and the implementation of the vehicle. It is functional when the vehicle is stopped, <I> Static </ I> (outside environment): control of the presence of the means used by the device, Dynamics (in the environment) control of the overall operation of the device using < I> recognition messages, with the control center, </ I> pseudo <I> random and unknown driver from a specific built-in function </ I> (microelectronic <I> dedicated chip). </ I>

Depending on the result of these checks, the computer immediately prohibits the motorization or momentarily authorizes it in relation to the control center.

: Third objective <B>: </ B> reduction of vehicle theft. The security aspect is less obvious, but it is easier to falsify a stolen vehicle than its own vehicle. To reduce the number of flights is therefore also to improve the security of the device. As the security means implemented above to protect the device have the consequence of making it very difficult theft of vehicles it is in the general interest to strengthen their action. Indeed, all the burglary attempts will, in addition to start-up securities, immediately in connection, by the telephone connection, the vehicle with the control center (if the vehicle is stolen at a standstill), and by a relay with his usual driver if the vehicle was stolen engine running (the driver can also directly notify the control center). This option requires the antennas to be protected when the vehicle is stationary.

 # Fourth objective: an improvement in the speed of relief interventions in cases of serious accidents on the road by the means implemented for the first two objectives. It can be reached by the detection of an abnormal deceleration of the vehicle which triggers an alert message to the control center but also by all the safety sensors present on the vehicle. The transmitted message specifies the position of the vehicle, the time and the sensors that triggered the alarm.

<U> Technical description </ U> The invention relates to a safety device for a motor vehicle represented by the attached block diagram which comprises <I> means </ I> for detecting the instantaneous speed of the vehicle (6), <I> means </ I> for detecting the instantaneous acceleration of the vehicle (6a), the <I> means </ I> of action on the functional traction elements of the vehicle (7), the <I> means </ I> of visualization and control (8) (dashboard for example) instructions that the driver must respect and the risks he incurs if he does not comply, <I> means </ I > sound (9) in complementarity with the visual means, <I> means </ I> accurate measurement of the current position of the vehicle (11) (as a GPS for example), <I> means </ I> receiving (10) the data necessary for the driver to regulate his speed: position of the locations where the authorized speed is changed, position of the stops and prohibitions of exceeding and optional additional information such as: the date, new driver etc. Coming from the control center (17), <I> means </ I> of transmission (10) (like a GSM for example) towards the center control, various information such as: an identification message, a request to renew the data table, an excess speed, a stop at the stop not performed or a non-recognition of the access code, the vehicle position , <I> means </ I> for storing black box type security messages (12), <I> means </ I> for calculation, comparison, synchronization (1), programming (3), data storage (4), protected means (2): FISS (Integrated Security Specific Function) allowing calculations, comparisons, time verification, spying on the data bus, storage of data to be protected and security programs (2), <I> means </ I> of input / output interface data, interface (5) for connecting the vehicle means (6 to 12) which have a digital bus to the computer (digital address and data bus 15 and 16), interface (5 bis) which allows activate the means (6 to 12) which do not have address decoders on the data bus. The interface (5a) is also equipped to connect the analog means to the onboard computer, A / D and D / A converters and several input and output ports.

The means (1 to 5 bis) are interconnected by a fast digital bus (data 13, and address 14). The assembly 1 to 5 bis and the fast bus is the onboard computer. All of these means are adapted to ensure the operation of the invention Allow the competent authority to increase or reduce the authorized speed according to the risks incurred by users.

Notify the driver in advance of the imminent arrival of a ban or vice versa. Warn the offending driver to return to normal driving. Examine whether the driver complies with speed limits, stops and certain prohibitions to overtake.

Detect an accident caused by a major shock and trigger the accident alert at the moment of the tragedy.

Notify the traffic authorities if the traffic laws despite repeated recommendations of the system is not respected and verbalize if necessary. Check if the vehicle is not stolen or falsified, ie whether a vital element of the device has not been damaged or disconnected, by tests: inputs, static and dynamic. Prohibit the traction of the immediate vehicle or in the long term if these tests are negative.

Locate a break-in and intervene more quickly on the scene.

Report an unintended increase or decrease in speed with an audible alarm to wake up a sleepy driver (for highway driving). <U> Detailed operation </ U> Step <I> 1: setting </ I> work, <I> access control, static control </ I> The implementation is triggered by the arrival of a character on a register (5 bis) constantly scrutinized by (2). This character is issued by a request to open the doors by remote control or by a keypad before the vehicle is started or by setting an internal alarm on alert. The entry of a correct password gives access to the vehicle controls and triggers the static control phase performed by the F.I.S.S (2) of the onboard computer. This specific integrated circuit provides hardware security functions (spying on the data bus, storage of secure programs and specific data (access code, hardware code) and consists of a microprocessor, internal registers, memories RAM, ROM, EEPROM or others and can take control of the main microprocessor when the static and dynamic controls (the latter check is explained in the security section) are negative.

The user can personalize his access codes by a remote control equipped with a keyboard or a keyboard adaptable or fixed on the dashboard (8). A secret code change requires to know the active code and to implement the exchange procedure by transferring (2), via the access device, the code allowing the loading of a new setpoint (for example FFFF stored in (2), then the user types the code to be modified then the new code and is informed of the result by an indication transmitted by (1) on the dashboard (8). code to be modified and the setpoint are identical.

The input word consists of letters and or numbers. The control of the entered word is carried out by a bit-by-bit comparison of each character with those of setpoint (first key stored in the non-destructible memory of (2) (EEPROM for example) The number of authorized input errors is limited at a value P (with P <4 for example), beyond the program (2) makes the operation of the motorization impossible and prohibits the entry of a new data for a time that will depend on the number of attempts made. means that the program of (2) records the number of unsuccessful attempts and increments a retry counter and a time register between two access sequences.This counter is reset to the first correct received word.

This presupposes that the SI.S.S. (2) remains in standby when the vehicle is stopped. The arrival of the first character (false or correct) temporarily puts in operation mode (if it is not already) the onboard computer, and the transmission means (10), pending confirmation by the key of contact engaged.

If the code is recognized the FISS (2) and its internal program then engages the programs of self-tests of the static control: of the on-board computer (there 5a), connections and the connection of the means of the vehicle (6 to 12) to this one. This program initiates stimuli at (1 to 12) and compares the responses received with those stored in (2). This function obviously supposes that the means have been designed to be tested remotely and that they have internal functions of self-tests. This test is not essential to the operation of the realization but significantly secures the system.

In case of success of the static control the F.I.S.S. initializes the main microprocessor, frees it from the data bus and switches from active mode to spy mode.

The first action of the computer is to ask the driver via the dashboard (7) to specify the area of validity of his license: (A) conventional license, (B) beginner license, (C) other. This action allows the on-board computer to calculate a weighted allowed speed. Weighting dependent on A, B or C. Subsequently it is understood that the speed allowed is the weighted speed. By default, the criterion used is that of the main driver (value memorized or transmitted by the control center). The chosen value is stored in the black box (12).

The on-board computer program (1) then proceeds to retrieve the stored and secured data in (2) before stopping the vehicle, in particular, the authorized speed (a), the status of the information of prohibition or authorization to overtake, the previous position of the vehicle, the next call number of the control center (if it is changed) and the previous number in case the vehicle returned to its area of origin.

In parallel, the program of (2) begins the dynamic control explained in more detail in the paragraph security. It verifies the dynamic operation of the means of the device. For this he spies the data that is transmitted by the means (6 to 12) on the bus.

If the control of the access code or the static one is negative, the F.I.S.S.S. (2) proceeds as has been said to the disabling of motor elements (7) that allow traction (gasoline cutoff, carburetor regulation, etc .. the choices are at the discretion of the engine manufacturer) for a period variable that will depend on the number of unsuccessful attempts to enter and find the correct access word. The internal program of (2) activates an indicator "bad control" and in the black box (12) writes an alert message which is transferred, via the transmitter (10), to the control center (17), then it positions its program on a "repair" waiting loop. It keeps control of the data bus. It is assumed for the flight that antennas are protected.

If the fault comes from the static control (a failure of one of the circuits tested for example), the driver has a second key to temporarily exit the program from the waiting loop (by testing a different control word of the previous, but, as regards the number of attempts, protected identically to the introduction of the first key). This word can be modified by the user by the same procedure as described above.

 Step <I> 2: Data selection </ I> The microprocessor (1) in association with its program (3) reads in (4) the data table provided by the control center and associates with each position pair Xi, Yi, the information associated with it (speed, overtaking, stop). He then compares the coordinates of the vehicle Xv, Yv (11) to each of these positions and sets up a passage indicator when the vehicle passes on one of them. The program considers that there is position coincidence if the deviation is within a circle of radius 70 meters defined by the following equation (Xi-Xv) 2+ (Yi-Yv) 2 <p2 with p radius of the circle (this value could probably be reduced in France). This indicator validates the taking into account of the authorized speed (for example), activates or deactivates the prohibition indicator to overtake, activates the stop indicator (recognized by a zero velocity information). Its results are stored in (4 and 2).

 Step <I> 3: Phase </ I> control <I> speed-stop and display data </ I> The microprocessor (1) in association with its program (3) makes a comparison between the actual speed ( vr) and the authorized one (speed a). It triggers the speeding alarm if the actual speed (vr) is greater than a (test vr-a> 0). The alarm is indicated to the driver by a display on the dashboard (8) or (and) by the emission of a particular sound (9). As the audible alarm can interfere with the conduct of certain conductors, it is left to them to disconnect it by action on a control panel (8).

In fact, given the possible presence of a stop, the computer operates a double speed comparison. The first one if the "stop" indicator is activated to test the stop at the stop (vr = 0) and the second to test the overspeed (vr> a with (X> 0) .The results of these comparisons are added to the input data of (1) During this phase (1) also tests if a minimum speed data was introduced by the driver in (8) If this is the case, it is taken into account by (1) and compared with the current vehicle speed (vr) If vr <vmin and if the indicator from the brake information not activated (7) is active, the audible alarm is activated without the transfer of information to (10 and 12 ).

 Step <I> 4: </ I> Control <I> of the Highway Code </ I> When a speed overrun has been detected by the onboard computer, this phase is intended to give the driver time to return at the speed imposed and alert the traffic authorities if the driver ignores the recommendations of the calculator. In the event of a temporary excess of speed, the program distinguishes between the offense due to an increase in speed from a cruising speed (a) and that caused by an overtaking action of another vehicle. For the latter case, the program checks the status of the overflow indicator. If overtaking is allowed, the activation of the left turn signal (8) allows the driver to exceed the limit speed a to double for a time t1 (with tl = 100 / delta and delta the minimum speed difference allowed to overtake a vehicle ie 5 m / s for example).

If during the execution of the overtaking maneuver the value of the setpoint changes from a to (3, the time is increased by the quantity t2 = 200 / (aP) (with a> (3, a and (3 are expressed in After this time, exceeding the speed is recorded as a violation A new indicator is activated in the program During the entire process, the driver is constantly informed of his current speed by a display on the dashboard (8) and the remaining time to return, without penalty, to the value of the setpoint, by counting times t1 and t2 in an interrupt routine stored in (3).

Failure to respect the stop at the stop (result of the comparison on a zero speed value not respected) will result in an infraction after the vehicle has passed the stop. It is considered that the stop has been crossed by the vehicle if it is outside a circle of radius 150 meters defined by the following equation (Xi-Xv) 2+ (Yi-Yv) 2> k2 with k radius of center circle Xi, Yi. The stop indicator is deactivated by switching to zero the speed of the vehicle or by activating the indicator.

The offenses are stored in the black box 12 with a record indicating the date, time and place and the history of overtaking. An indicator is also activated in F.I.S.S. (2). In addition, this information is transmitted in real time, via the vehicle data transmitter (10) to the control center (or its Internet post office box) of the locality or the central location of the usual place of residence of the vehicle (17). An acknowledgment of receipt is transmitted to the driver (10). The answer is stored in the black box (12) of the vehicle and the transmission number is also stored in (2). They will be used in case of dispute to bring out the truth. In case of prolonged non-compliance, the infraction is repeated for confirmation at the control center (for example after 1 minute and every minute).

 Step <I> 5: Renewing data </ I> When the vehicle needs to renew its data, it receives from the control center (17), on its data receiver (10), the coordinates of the modification points of the speed of the zone on which it circulates. For this it is sufficient for the on-board computer (1) to make a request for renewal of its database via its transmitter (10) to the control center (17), indicating its current and future position (11). Necessarily this request must be made before exhaustion of the resources of the vehicle. It therefore requires a resource management program that aims to make the history of the trip and predict the future coordinates of the remarkable points that the vehicle may encounter. The program tracks the trajectory of the vehicle. This part of the program consists of calculating the coordinates of the next probable point at a future instant, from its current position and from its previous positions, by an algorithm for estimating the best line. Then the program compares in (1) this calculated point with the positions of the memorized prohibitions and isolates the possible points of passage. If the amount of these points is small, it controls via its transmitter (10), as indicated above, another data table at its control center (17). In order to obtain correct operation, the coordinates transmitted by the center must be compatible directly or by conversion with the means of detecting the position of the vehicle ((11) G.P.S. for example).

For security reasons explained below, a new data table must be requested each time the vehicle is used to activate the monitoring of the vehicle by the control center (17) and the transmission of data to the vehicle. The link between the vehicle and the control center (17) is cut off if no request for renewal of the data table has been made for more than one hour.

For example, the header of the table transmitted by the control center (17) contains: the identification codes explained in the security paragraph, the sending number, the date and time, the next number of call from the control center. This header is followed by data: coordinate Xi-p, coordinate Yi-p, Information (ip), coordinate Xi-p + 1, coordinate Yi-p + 1, Information (i-p + 1), ..., coordinate Xi -l, Yi-1 coordinate, Information (i-1), etc. A specific character related to each information transmitted could if necessary ensure their recognition. The word length is chosen in such a way that the least significant bit gives a coordinate accuracy better than 10 meters. The authorization information to duplicate corresponds to the sending of a binary word which follows the recognition character, with all the bits of significant weight to one and the low to zero, its prohibition consists in taking the restricted complement to 2. The stop corresponds to zero speed information with all the bits at zero.

All of this information constitutes the data table transmitted by the control center to the vehicle's on-board computer (via 10) in (4) and used in step 2. In addition to these messages, it can transmit data. other information such as date, time, information on the driver's skills (mainly new driver) and other data if needed.

The entire system is only viable if the data transmission is surrounded by sufficient protections that guarantee its reliability and resistance to urban atmospheric disturbances. To make reliable the transmission a control of the data is carried out on each received table.

The transmission errors can have several origins, but the most probable ones will be due to a fading of the wave caused by obstacles creating phenomena of diffraction or reflection. These signal losses are not prohibitive for the invention, but require some precautions. First, the program associates the message with additional bits to detect the transmission errors of each transmitted word. It also adds an extra word at the end of the message to cross-check the complete message (on N words). This control (1) is the subject of a first subprogram stored in (3). It is triggered at each table arrival. As the transmission speed is not a major objective for the application (Objective: Transmission of a table of data every 20 or 50 Km), the transmissions between the vehicle and the control center are repeated 4 times (these values are given as an example, experience can show that these precautions are excessive). A second subroutine stored in (3) then compares in (1) the correct received words in the sense of the first control through the 4 stored tables. A word is considered correct if it is identical in two tables. This control creates the active table that will be stored in memory by (4), the others are erased or placed in a temporary read zone. Normally bad transmission areas should not exist or cause problems given the current high coverage of mobile phones, coverage that can only improve in the future.

If the data received is correct, the onboard computer of the vehicle by its transmission means (10) transfers an acknowledgment to the control center, then increments the pseudo-random register defined in the security paragraph: vehicle identity check. In case of bad reception, the on-board computer renews its request.

 Step <I> 6 Accident recognition </ I> This phase ensures permanent control of the deceleration of the vehicle. The current acceleration of the vehicle which is delivered by (6a) is stored in the memory (4) of the computer, then filtered by (1) using a digital low-pass filtering subprogram (3) , to eliminate possible parasites because of false alarms. The filtered acceleration is compared to the setpoint (1). The set point is determined taking into account the deformations specific to each vehicle in the event of a frontal impact; it is programmed by the vehicle manufacturer. There is nothing to prevent the addition of side accelerometers to detect other types of shocks and to compare their current values with other instructions or to use all the sensors available on the vehicle. The application provides for the management of 3 sensors to cover the x, y, z plane but the number could be increased. The computer (1) activates an indicator and triggers the accident alarm as soon as one of the sensors exceeds the setpoint values.

Activation of the alarm immediately triggers a message to the control center specifying the location of the accident (the position is given by 11), date and time. It goes without saying that the correct operation of this device implies that the computer, the mobile phone (10) are properly protected from shocks. The data relating to the accident is also transmitted to the black box (12).

 Step <I> 7 Safety systems </ I> <U> General </ U> The practical and bulk application of the invention does not seem imaginable before, at best, ten years, although its implementation is possible immediately; this is the reason why the preferred application has been oriented toward a motor vehicle electrical architecture closer to 201 <B> 0 </ B> than the current one. As shown in the synoptic, the wire-to-wire connections have been replaced by a digital bus, a fast bus internal to the computer, associated with a slower digital bus for controlling and managing the external organs. However, a discrete wire-to-wire link has been added to carry analog and digital data from means (6 to 12) that do not have address decoders. This connection can also be used to add ancillary means, such as a burglar alarm.

The functions that are currently performed by the vehicle engine processing cards have been mostly moved in the calculator.

To improve operational safety, both for traffic control and to prevent the theft of vehicles, it has been sought, in addition to the static control, procedures for dynamic control that continuously check the operation of the system to from a protected environment (2). However, it is obvious that the functions performed by (2) could be done by the onboard computer (1) without impairing the overall operation. The choice between (1) and (2) depends on the degree of safety that the manufacturer of the vehicle chooses or is imposed on him.

<U> Dynamic control </ U> Dynamic control requires the presence of the entire environment. It concerns the links "vehicle to control center and vice versa and the operation of the device." The procedures check the status of the functions from: # The data transmission (transfer of the table) of the control center (17 ) to the vehicle (10).

The transmission of the center is initiated by the vehicle.

 # The transmission of data from the vehicle (10) to the control center (17) Request for a new table comprising specific and pseudo-random recognition messages to prohibit the falsification of the vehicle signature and unknown to the driver.

 # Control by (2) vehicle movements.

These procedures ensure the safety of the operation of the entire system through their three audit areas.

1 - They cause the stopping of the vehicle (after an important notice), if the transmission of data between the vehicle and the control center (17) is cut off, 2- They cause the stop of the transmission of the data of the center of control (17) to the vehicle if the vehicle no longer issues, 3- They provide a check of the identity of the two-floor vehicle: registration and specific word unpredictable (hidden word).

<I> First level <B>: </ B> Vehicle stop, </ I> The purpose of this program is to check that the vehicle has not been tampered with. That is, the distance and the speed displayed by (8) are correct, the vehicle passes over the positions of the traffic signs and the coordinate table is renewed at least once.

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If the parameters are incorrect the comparators k1, k2 and k3 activate the forgery indicator (F). After a course of X1 km (currently X1 = 20 Km), if F is active, the program transmits an alert message to the driver by (8 and 9). When X1 reaches 50 Km the program stops the vehicle by an action on (7) if the indicator is always activated. An alert message is also sent to the control center. The driver is warned between the two values of X1, kilometers he can still perform before the immobilization of his vehicle. In the case of a malfunction of the transmission means in a given zone, the control center may, before the entry of the vehicle in this sector, disconnect this security level by a known message, specific to each vehicle and stored in (2), for example the hidden word of rank N-2 explained later that will temporarily release security. Otherwise the user key already mentioned will be used by the driver to increase his driving autonomy. The spare key forces X1 to 20 Kilometers (it can not be used repeatedly).

<I> Second level: Stop control center data transmission, </ I> The second level interrupts the transmission of data from the security center to the vehicle if the center does not receive information from the vehicle for longer. of one hour. As a result, the vehicle's transmitter can not be maliciously deleted. In case of non-operation the previous user key is the insurance for the driver to be able to join the nearest garage without difficulty.

<I> Third level: </ I> Check <I> of the identity of the double-decker vehicle </ I> To increase security the request contains the following information: Vehicle registration number, FISS number, Hidden word number of Rank N, Rank Nl Hidden Word Number, Vehicle Contact Information, Future Vehicle Contact Information.

The hidden word of reference (rank 0) is made in hard in the F.I.S.S and can not be read in any way, the serial number of F.I.S.S. is realized in the same way. This word of L characters (for example 25) is specific for each vehicle. The hidden words transmitted are a sequence of the L characters of the reference word modified in value (modulo 16) and in position (modulo 25) by a value defined by the state of a pseudo random register of M bits which is specific to the vehicle (if M = 25). This register is incremented after each message transmission with the control center. It provides a different value after each exchange. A pseudo-random register with a length of 25 bits makes it possible to generate about 300 different codes from 1 to 30 million combinations each. Transmission of the F.I.S.S. serial number identifies the code used by the vehicle and the hidden word of reference. The vehicle registration number is entered and stored in (2) in the same manner as the second user key. F.I.S.S (2), represents in a way <I> the microelectronic <I> genetic map of the vehicle. </ I>

The control center verifies the identity of the requester before transmitting the table. It begins with the registration of the vehicle that it compares to the list of registrations allowed to circulate. Then, it verifies if the registration corresponds to the vehicle by checking the serial number of the F.I.S.S which allows him to access the pseudo-random code and the reference hidden word. It then searches if the hidden word of rank N transmitted is the one that follows the hidden words of rank N-1 and N-2 stored in the previous messages. For this he reads in the previous message received from the vehicle the hidden word of rank N-1 and compares it with the new one. If it is identical, it calculates or looks for the hidden word of rank N that it should have received and compares it with the hidden word of the message of rank N (being identified). To carry out this work, either he knows the address of rank N of the pseudo-random register image of that of the vehicle to find the word of rank N, or knowing the generator code, he unrolls the 2L -'-1 combinations, identifies the words of rank N-2 and N-1 and deduces the word of rank N.

If the result is correct, after having transmitted its data table and received from the vehicle a good reception notice, it increments the address of the pseudo-random register image of a unit (in the case of the first hypothesis only) and it stores the hidden word of rank N which becomes the new hidden word of rank N-1, that with N-1 passing to rank N-2.

If the IFS number and / or the hidden word do not match, the vehicle becomes suspect and probably requires a check. If the error persists, the vehicle can be stopped by stopping the transmission of data to the vehicle.

The checks carried out for the transmission from the vehicle table to the control center remain perfectly valid and applicable.

If the hidden word and the ID number are valid and correspond to the registration of the vehicle, they certify its identity. For this it is necessary that the generator of pseudo-random code as well as the number of F.I.S.S. and the hidden reference word are undetectable and tamper-proof by the user (the table of hidden words as well as the state of the pseudo-random register and the type of coding are information not readable by the computer (1)). This reason fully justifies the presence of a specific function integrated in the calculator (F.I.S.S.S (2)). Ideally, the F.I.SS. is integrated in the chip of the main microprocessor (1). To complete the security of the device the program of (2) checks before transmitting the current hidden word and rank N-1, that the digital postal address of the recipient (control center) is indeed one of those stored in (2) and the good one (from the current position of the vehicle). Program (2) will prohibit transmission by taking control of the main processor if the mailing address is incorrect.

This chip also contains sensitive programs that must never be modified and that ensure the control of the internal security of the computer. She is a smart spy on the calculator's data bus.

These three levels of security are necessary to ensure the integrity of the application. Remarks The description that has been made relates to a preferred embodiment that hardens the fight against theft and falsification of vehicles by the integration of "engine" processing in the computer and by the fact that the connection of the computer with the mechanical elements of the vehicle is done by a digital bus. The device ensures, by its controls start (key and static) and permanent device (dynamic) in conjunction with the control center, a powerful alarm against theft and forgery. The location and interception of vehicles are improved by the presence of the link with the control center which allows discreet tracking of the vehicle if a doubt about the state of the vehicle or its user is effective. The recognition of the vehicle by the control center by the transmission of different words, unpredictable and unknown to the driver at each new dialogue, reinforces the difficulty of falsifying the device.

It is understood here, and one skilled in the art will easily understand that many changes and variations can be made without departing from the scope of the invention.

Claims (1)

 CLAIMS 1- Device for monitoring compliance with the Highway Code in conjunction with a control and warning center by dynamic visual and sound means drawing the driver's attention to its speed relative to that authorized, on the stop at the stop, on the prohibition to overtake. The device is characterized by all the constituent means of the invention (1 to 17) with their functions, an on-board computer (1 to 5 bis) which calculates, compares the data it receives or transmits the results, by the digital buses (13 and 14, 15 and 16 or the discrete interconnection) with the following means Standard means of the vehicle: (6 and 6 bis): measurement of the speed and or instantaneous acceleration, (7) traction, (8 ) dashboard <B>: </ B> commands and visualization, (9) additional sound means, # External means: (17) control center that provides the following information via a G.SM link for example <B>: </ B> maximum authorized speed adjustable according to the road context, coordinates of the position of the points of modification of the authorized speed and the presence of stops and prohibitions to overtake, other useful data, acknowledgment of receipt and which keeps the codes and identification data of each a vehicle. # Particular means: (10) GSM transceiver, such as a mobile phone with associated messaging and / or Internet link that transmits vehicle identification and protection information, "theft or burglary" alert messages , requests for transfer of new data tables to (17) and receives information from (17), (11) means for detecting the precise position of the vehicle such as a GPS receiver, (12) means of recordings preserved: black box which receives the double messages of alerts "flight or offense or accidents". The device continuously compares the current speed to the authorized value, the position of the vehicle to the positions of the obligations (speed, stop, prohibition to overtake), delivers visual information to (8) and sound to (9) for the purpose of driver in case of refusal to obey and informs, via its transmitter (10), the control center (17) and stores these messages in a black box (12); in addition it calculates the future point of the vehicle. The device by his F.I.S.S. (2) continually scrutinizes when stopping and while driving the operation of the means that it uses, delivers (10) warning messages to the control center (17). It can interrupt the traction of the vehicle (7) to prevent its theft or if a vital element to the device has been damaged or modified or disconnected. 2- Device according to claim 1 for detecting vehicle thefts, characterized by the control of the access code, the static control and the dynamic control carried out by its on-board computer (1 to 5 bis) and its FISS (2), its reception and data transmission means (10) in connection with the control center (17) and its conductor. 3- Device according to claim 1 characterized by its computer and the dashboard allowing the driver to connect or disconnect the audible alarm (9). 4- Device according to claim 2 characterized by its computer, the dashboard and a keyboard, allowing the driver to have a personal access code (first computer key editable) to allow the vehicle to start and have a second modifiable computer key to overcome a failure. 5 - Device according to claims let 2 characterized by its onboard computer and its integrated specific function (2), its means for receiving and transmitting data (10) in connection with the control center (17) allowing a dialogue between the vehicle and the control center (17) on the 3 levels of dynamic control: initialisation of the transmission of the control center (17) by the vehicle and stopping the engine without receiving messages from the control center (17), stopping transmission of the latter if the transmitter (10) of the vehicle becomes silent, control by the control center (17) of the identity of the vehicle and verification by (2) that the functions of the device have not been modified , possibility by the second personal key to temporarily inhibit the securities in case of incidents. 6. Device according to claim 5, characterized by its on-board computer and its integrated specific function (2), its data reception and transmission means (10) in connection with the control center (17) enabling the transmission of messages. pseudo-random recognition unknown to the driver and impossible to know if we do not have the last message transmitted. 7- Device according to claim 1 characterized by its onboard computer (1 to 5 bis), its means for receiving and transmitting data (10) in connection with the control center (17) and allowing a dialogue between the vehicle and the control center for delivering emergency warning messages from the comparison, of the result between a set deceleration and the current deceleration of the vehicle (planes x, y, z) by (6a) or other sensors. 8- Device according to claim 1 characterized by its onboard computer, its dashboard, allowing the driver to enter a minimum speed by (8) and to implement an audible alarm (9) in case of drowsiness of the driver causing an involuntary increase or decrease in speed.