FR2865839A1 - Road traffic related data generating system for e.g. lorry, has warning unit that produces warning to be transmitted to monitoring center through radio frequency unit according to referential data lists of storage unit - Google Patents

Abstract

The system has a computer (16) with a warning unit (59) that produces warning to be transmitted to a monitoring center through a radio frequency unit (17) according to referential data lists stored in a storage unit (61). The storage unit stores referential speed corresponding to regulation speed authorized on lanes. The warning is generated by comparing the real speed of a vehicle with the referential speed.

Description

Patent application.

  Title of the Invention: Cooperative information system, between Vehicles and a Supervision Center, relating to the generation of traffic information, and using vehicle associations as sources of information.

  A / Management application concerned.

  In a sector such as Road Transport, the Market offers processing and storage systems, embedded in trucks, linked to so-called "geo-positioning" systems, allowing the Company to constantly know the geographical position to 20/30 m near the vehicle, in town, or in open country. The position of the vehicle may also be available to the driver of the vehicle on a display means on board the truck.

  The availability of these data allows for many improvements in the overall organization of the monitoring center. For example: View on a map, on a display, the position of a fleet of trucks. Allows you to select the truck that is best placed to carry out an urgent and unforeseen removal without delay. Delivery points are identified. by their geographical position, on the way of a truck, automatic alerts in case of delay to a Rendez Vous. One hour of appointment is stored for each delivery point. Each time a Rendez-Vous arrives, the system compares the truck's actual position with the memorized position of the corresponding delivery point. If a geographical gap greater than a predetermined value appears, the responsible concerned in the Enterprise is alerted.

  - A planned journey of a truck being calculated before its departure (optimization of route), and memorized, the permanent monitoring of the position of the truck makes it possible to identify without delay a deviation of the vehicle compared to its planned trip. This is used for the transportation of merchandise targeted by highway banditry.

  The knowledge of the instantaneous position of the vehicle, with the use of the GPS, brings other derived functions, thanks to the presence of systems embedded in the vehicle: - calculation of the mileage traveled, from different longitudes and latitudes, and altitudes , - calculation of instantaneous speeds, from the mileage and the clock of the system.

  The speed of the vehicle can also be measured using a specialized sensor, such as that displayed on the dashboard of an automobile.

  Continuous monitoring and forecasting of vehicle speed is an important parameter in the management of companies and, to a lesser extent, in individuals. Indeed, the constant increase in the density of road traffic, leads to events such as unpredictable traffic jams or slowdowns, which, when they occur, make the planning of the trips concerned random.

  The economic efficiency of a Region or Country being largely based on the speed and reliability of the movement of goods and people, it is therefore desirable to organize at best an information system, which allows to be informed in time of the disturbances, to propose possible optimized routes of avoidance, and to accumulate the statistics necessary to support interventions towards the organizations in charge of the road network.

  B / The state of the art, on the date of filing.

  The positioning of a vehicle is done using 3 systems essentially: - In urban area: SOFIDE SCA Capital Group of 2.349. 800 F Pierre Sémard street 27932 GRAVIGNY CEDEX Tel: / 06.13.08.25.62 / 02. 32.38.47.76 / SIRET: 347 908 139 00012 APE: 652 E FR 64 347 908 139 Page 1 of 41 - by triangulation, on the basis of Radio Frequency antennas (MOBILOC), and ad hoc equipment on board the truck (possibility offered for certain cities only), - by triangulation, on the basis of GSM antennas (GSM operators), and the mobile phone of the driver (or fixed), - by the use of the specialized network of GPS satellites, using a specialized computer on board the truck.

  - Outside a city: - by triangulation, on the basis of GSM antennas (GSM operators), and the mobile phone of the driver (or fixed), - by the use of the specialized network of GPS satellites, using a specialized calculator on the truck.

  The constraints specific to a Company of Transport of Goods impose a positioning with a precision of 20 to 30 m. GSM antennas only allow an accuracy ranging from 100 m to a few kilometers. Only the system based on GPS satellites can be used in this case.

  The transmission of the positions of a truck to its Enterprise can be done in two ways: - by a satellite "rising" channel, using a specialized transmission box, on board the vehicle, and also specialized satellites, - by means of GSM-Data means (SMS messages, or data connections) The general organization of the GSM network in FRANCE (and in EUROPE) makes the GSM / SMS option preferable. It is by far the most used.

  On this basis, the Companies implement 2 types of management: Positions are systematically sent, at a high rate (every 2 minutes for example), - Positions are stored in the storage of the vehicle, with sending all eg 24 hours, or by order of the Company (order sent from the Company, by SMS, to the truck, for example). Another option: transfer of all information when returning to the company, eg. using a smart card.

  As seen above, truck embedded systems know how to respond to temporary orders shipped by the Company, via specific SMS messages.

  The above means are used sporadically by companies to know the position of their vehicles, and compare it to future meeting points, possibly including events such as the deterioration of traffic conditions on certain routes, consecutive for example to snowfall.

  Information on traffic conditions, used to predict or update trips, comes from organizations such as motorway companies, or specialized public bodies. In FRANCE, for a Region such as the Paris Region, it allows real-time mapping of the traffic conditions, using, for example, color codes to display the different traffic speeds.

  C / The weaknesses of the systems currently known on the market.

  In industrial uses such as freight or passenger transport, the onboard systems currently on board vehicles have many weaknesses, illustrated by the low equipment rate of these vehicles at this date (2001/2002): in FRANCE, less than 5% of the potential fleet is equipped, while many products exist for 5 years, and are known.

  Among the reasons for this situation, it may be noted that: a / The high speed sending of positions and other data, which prevents their memorization in the truck computer, causes a high GSM cost. This cost is justified in certain cases (transport of funds, etc.). It is, however, too high in the majority of situations encountered in the transport of goods.

  SOFIDE Group SCA Capital of 2.349.800 F Pierre Sémard Street 27932 GRAVIGYY CEDEX Tel: / 06.13.08 25.62 / 02.32.38.47.76 / SIRET: 347 908 139 00012 APE: 652E FR 64 347 908 139 Page 2 of 41 b / L Another option, memorization, with mass transfer, for example when the vehicle is returned to the company, minimizes the GSM cost, but poses the problem of the capacity of the on-board storage means in the vehicles, on the one hand, and on the other hand, that of real-time monitoring of events that may be critical.

  The points a / and b / above pose the main problem of the current systems: they are very expensive, either at the level of the data transfers, or at the level of the investment in capacities such as storage, or at the level of the the inefficiency of the action, which may only occur long after a critical event.

  The permanent monitoring of the traffic conditions of a vehicle, through a data such as its speed, is therefore problematic.

  On the other hand, the information available on road traffic, which is essential for an efficient forecasting of the vehicle on its journey, is currently, in FRANCE as in other countries, very insufficient.

  One reason is their overall cost of acquisition. Traditional systems, such as magnetic sensors placed under the roadway, are extremely expensive to install, and must be very numerous to provide good quality information. These very high costs are also found in radar counting and measurement systems installed on pylons along the roads.

  Another reason is the cost of transmitting information to users. These so-called "traffic" systems are primarily intended for circulating vehicles, for audio information in real time. Thus, there are reserved FM frequencies, continuously informing drivers of the status of traffic on many highways.

  The extension of these transmissions to a so-called "data" mode, which can be used automatically by the on-board computers of vehicles frequently requires complex and expensive means. These means often involve the installation of specialized transmission antennas, along the roads, representing an investment and high delays, which explains the very low number of antennas currently available, and the lack of development prospects. accelerated.

  In addition, these conventional means, for these reasons of cost and deployment, are reserved for high traffic axes, while a blocked national road can see significant consequences on the organization of the truck journey.

  Therefore, the object of the invention is to provide businesses and vehicle users in general an effective and economical means of information on traffic conditions such as road, this means based on a particular method of detecting conditions of traffic. traffic and the dissemination of the corresponding information.

D / Description.

  The invention relates to a participative and collaborative system for producing data relating to traffic such as road, at least one vehicle, such as a road transport vehicle for goods or passengers, whether or not controlled by at least one vehicle. a monitoring center, the vehicle and / or the monitoring center being in contact with at least one supervision center. The invention is characterized in that it comprises means of measurement with respect to reference, calculation, notification, alert, transfer control and storage, embedded in the vehicle and present at the supervision center and or at the monitoring centers, the supervision and / or surveillance centers that can remotely control the on-board means on board the vehicle. The system is characterized in that the supervision center, the monitoring center and the vehicle can comprise display and input means such as FIG. 2 or FIG. 56. The system is characterized in that the transfer means the supervision center transfer data to the vehicle, indicating the means embarked actions to achieve, or new references in the processing to achieve. The system is also characterized in that it comprises onboard vehicle warning means. These warning means, in combination with the other means of the vehicle and with reference data lists stored in the storage means, produce alerts such as significant variations in traffic speeds, which can be transmitted to the supervision center. The system is characterized in that the transfers between the supervision center and the vehicles can be optionally relayed by at least one monitoring center, to which at least one vehicle is attached. A feature of the invention is that the vehicle transfer means comprise means such as HF, which organize fugitive local networks between the vehicles present, and allow the transfer means such as GSM to a center such as supervision transfer savings.

  The information system between the vehicles, the monitoring centers, and the supervision centers, according to the invention, brings a strong increase in the reliability and the productivity of the organization of the projected vehicle route, and SOFIDE SCA Group. Capital of 2.349.800 F Pierre Sémard street 27932 GRAVIGNY CEDEX Tel: / 06. 13.08.25.62 / 02.32.38.47.76 / SIRET: 347 908 139 00012 APE: 652 E FR 64 347 908 139 Page 3 sur 41 also significantly improves their follow-up in real time.

  The following descriptions are given only as examples of embodiments of the invention, and should not be construed as a limitation thereof.

Glossary of terms used.

  Geo-positioning: device to know at any time the geographical position of a mobile, here a truck. Geographical position means longitude, latitude and altitude.

  GPS: Global Positionning System. It is a constellation of satellites dependent on the US Department of Defense, which allow to know the position of a mobile equipped with the ad hoc calculator at any time, with a precision authorized for civilians from 20 to 30 m.

  GSM: Wireless transmissions known by this name.

  SMS: transmission of data by GSM, in the form of short messages (160 characters).

  HF: type of wireless transmission, other than GSM. Also uses radio waves, but in other frequency ranges (HF = High Frequencies).

  Hardware type transfer: data transfer not using the wireless means above. For example, they use smart cards, with associated readers / recorders, or a PDA synchronization base.

  Onboard computer: means of processing and memorization on board a vehicle, a truck here. Still called embedded system.

  Real Time System: means of processing and storage without input or display means, except exceptions. Systems built to be very fast, and very reliable. Frequent in industry (piloting machine tools, etc.), and in military manufacture (rockets, missiles, airplanes, etc.). Do not have automatic reorganization of their storage means. These actions must be driven by specific, complex means to be developed and developed.

  Company: the considered vehicles are attached to a Company, or an Agency, etc. within the framework of the organization of their activity. In the case of trucks, it is the place where, most frequently, the transport they carry out is organized. This is the place where they usually park during periods of inactivity (week end for example), where their maintenance is done, etc. This is the place where management information is often found. (sales order management, invoicing, etc.).

  This is the place where, most often, the tracking of the position of the vehicles is done, and where the transfers described below are realized.

  Surveillance center: a fixed or mobile entity, having all or some of the functions of the Enterprise, but where the vehicles do not necessarily go. Role of regulation, organization, dispatching, etc.

  In what follows, it is considered that Enterprise and Surveillance Center are confused.

  Central processing and storage systems. These are the means of processing and memorizing the monitoring center. They are usually either the origin or destination of vehicle data transfers.

  figures - figure 1: a block diagram showing the monitoring center 2, its center 3 for processing, displaying, entering and storing data, an area 1 within which short - distance wireless transfers are possible ( such as HF radio), vehicles C1 to C7 present in zone 1, terminals B5 to B8, such as HF radio terminals for transfers with vehicles.

  SOFIDE Group SCA Capital of 2.349.800 F Pierre Sémard Street 27932 GRAVIGNY CEDEX Té]: / 06.13.08.25.62 / 02.32.38.47.76 / SIRET: 347 908 139 00012 APE: 652 E FR 64 347 908 139 Page 4 of 41 - Figure 2: synoptic transfers between a vehicle and the monitoring center. The vehicle has position measuring means, such as GPS, from a satellite 10.

  - Figure 3: another synoptic transfers between a vehicle and the monitoring center.

  - Figure 4: processing means 5, storage and transfer, embedded in a vehicle Cl.

  - Figure 5: means 6 of processing, storage and transfer of the monitoring center. More organization of storage means 35 of the vehicle.

  FIG. 6: path P1 to PARR of a vehicle V. FIG. 7: Characteristic data of the path P1-PARR, stored in the storage means 35 of the vehicle.

  - Figure 8: Management repositories for data such as speed. .

  - Figure 9: Operation of the storage means: discrimination steps.

  - Figure 10: Structure of the zones, at the level of a cartographic means.

  - Figure 11: Structure of the zones, at the level of the storage means.

  FIG. 12: Operation of the storage means: extraction and transfer of lists.

  - Figure 13: Steps of the constitution of a warning on speed.

  - Figure 14: Estimated route and areas, routes involved in this journey.

  - Figure 14a: Corridor of extraction of zones and paths for a forecast path.

  - Figure 15: Synoptic data exchange between vehicles, monitoring centers and a supervision center.

  - Figure 16: Reconciliation between actual speeds and reference speeds.

  - Figure 17: Estimated journey and areas, routes involved in this journey.

  - Figure 18: Data sources for reference speeds.

  - Figure 19: Control panel slowdown management with steady speed.

  - Figure 20: Sampling 1 speeds.

  - Figure 21: Sampling 2 speeds.

  - Figure 22: Sampling 3 speeds. - Figure 23: Evolution of the average speed, for a non-stabilized speed.

  FIG. 24: Average speed calculation diagram, for an unstabilized speed.

  - Figure 25: Trip with segments of the same length, or the same travel time.

  - Figure 26: Sampling for equal periods.

  - Figure 27: Sampling for equal segment lengths.

  FIG. 28: Evolution of the speed of a vehicle, and calculated average stabilized speeds.

  SOFIDE Group SCA Capital of 2.349.800 F Pierre Sémard street 27932 GRAVIGNY CEDEX Té::/6.13.08.25.62 / 02.32.38.47.76 / SIRET: 347 908 139 00012 APE: 652 E FR 64 347 908 139 Page 5 sur 41 - Figure 29: Asynchronous situation of control vehicles, in a process of calculating the real speed at a given moment, on a given segment.

  - Figure 30: Storage of successive details corresponding to an average speed.

  - Figure 31: Beginning of a slowdown.

  - figure 32: Alert to a supervisory center, for the beginning of a slowdown. - figure 33: Alert system, in the context of an established slowdown.

  - Figure 34: Distance criteria between control vehicles.

  - Figure 35: Slowing type 1.

  - Figure 36: Slowing type 2.

  - Figure 37: Derivative route, in the context of a slowdown.

  - Figure 38: Slowing type 3.

  - Figure 39: Selection of control vehicles for the management of a slowdown, by HF means.

  - Figure 40: Selection of vehicles to a transfer of the supervision center, by HF means.

  - Figure 41: Information system concerning a road stop.

  - Figure 42: Selection of control vehicles for the management of a road stop. - Figure 43: Management of a segment upstream of a road stop.

  - figure 44: References of First Order and Second Order.

  - figure 45: Control panel of the system of stops on road and at a fixed point. - Figure 46: off road such as parking.

  - Figure 47: Off-road such as an emergency stop band.

- Figure 48: Two-way segment.

- Figure 49: Multi-channel segment.

  - figure 50: Geographical selection of vehicles in transfers with a supervision center.

  - Figure 51: Different types of links, in transfers.

  - Figure 52: Stop system at a red light.

  - Figure 53: Urban stops occupying several streets.

  - Figure 54: Multi-speed speed.

  - Figure 55: Critical area of transfers.

  - Figure 56: Means of entry on board a vehicle.

  - figure 57: Deleting an entry.

  SOFIDE Group SCA Capital of 2.349.800 F Pierre Sémard Street 27932 GRAVIGNY CEDEX Té]: / 06.13.08.25.62 / 0232.38.47.76 / SIRET: 347 908 139 00012 APE: 652 E FR 64 347 908 139 Page 6 of 41 - figure 58: Manual entry of events usually automatic.

  - Figure 59: HF second level network.

  - Figure 60: Storage facilities and HF network structure.

  - Figure 61: HF network level zero.

  - Figure 62: First-level HF network - Figure 63: Transfers from a monitoring center, to vehicles, - Figure 64: Concentration on a vehicle transfer from several vehicles. Level 2 network.

  - Figure 65: Concentration on a vehicle transfer from several vehicles. Level 1 network.

  - Figure 66: Concentration on a vehicle transfer to several vehicles. Level 1 Network - Figure 67: Economic Zones of Transfer.

  - Figure 68: Steps of a transfer process of the HF type.

  - Figure 69: Intervention of Master Vehicle within the framework of a geographical division by zones.

  The invention is characterized in that it implements the calculation of the real speed of a vehicle, concurrently with a generalized system of statutory speeds, stored in storage means such as those of a vehicle.

  This is why the invention will be better understood by first knowing a system that can be used by a monitoring center on which a vehicle depends, to monitor and control the speed of the vehicle. We will thus advantageously discover certain characteristics of this particular system which also characterize the invention. On the contrary, it is useful to understand how other features of this particular system do not characterize the invention.

  It will advantageously be noted that this particular speed control system is hereinafter referred to as "extended permanent speed control system".

  According to FIGS. 1 to 15: the system comprises at least one supervision center 2, equipped with transfer means of the GSM 23 type, transfer means other than GSM 17, and inside at least one computer 16, measurement means 56, calculation 57, notification 58, alert 59, transfer control 60, storage 61, display and capture 6 FIG. 2, in the form of a control panel. may include one or more monitoring centers 2, equipped with means 3 for processing, display, input and storage, a peripheral zone 1, and elements such as B5 to B8, for certain forms of transfer with at least one vehicle. The monitoring center processing means 4 and 2 and 5 comprise GSM type transfer means 23, transfer means other than GSM 17 and, inside at least one computer 16, measurement means 56. , calculation 57, notification 58, alert 59, transfer control 60, storage 61, display and capture 6 FIGS. 2 and 4, in the form of a control panel.

  A vehicle such as Cl comprises means 5 for processing and storage, comprising geographic location means 11 such as GPS associated with satellites 10, GSM type transfer 22, transfer means other than GSM 13, and the interior of at least one calculator 12, 30, calculation 31, notification 32, alert 33, transfer control 34, storage 35.

  The storage means 35 of the vehicle may have an important industrial characteristic to be specified. In the problem posed, which is the operation of means on board a vehicle, SOFIDE SCA Capital Group systems of 2.349 can be used. 800 F Pierre Sémard street 27932 GRAVIGNY CEDEX Tel: / 06.13.08.25.62 / 02. 32.38.47.76 / SIRET: 347 908 139 00012 APE: 652 E EN 64 347 908 139 Page 7 sur 41 "real time", according to the definition of the lexicon above. They provide the speed and reliability of processing required in the context of the object information system of the extended permanent speed control system. The consequence is that the storage means are often organized in blocks. Erasing boxes containing data is not done box by box; it is done as a whole block, such as 75 in FIG.

  Such a means is presented in 35, FIG. 5. The storage means 35 of the vehicle store data of different origin and nature. For example, the block L1 stores the data from the sensors onboard the vehicle, such as the GPS means 11, a gas oil probe 38. Each data item 77 is associated for example 1 storage time, such as 78, and other data, such as the position at the time of storage.

  L2, L3 for their part can store for example data transmitted by the transfer means 60 of the monitoring center.

  L2 can store for example the list of segments of the current path, the boxes 85,86,87,88 then being relative to a segment; 85 can be the starting position of an arc, 86 that of the end, 87 its length, 88 its velocity profile.

  Transfers 24 Figure 2 of the GSM type can be used for transfers when the vehicle is outside the zone 1.

  Transfers 20 figure 2 of other type, such as transfers by radio waves HF, or by smart cards, can be used inside the zone 1. The elements BRN5 to BRN8 are transceivers HF when the transfers 20 are HF radio transfers; they are card readers / recorders when transfers 20 are made by smart card.

  According to FIGS. 1 to 15: The measuring means 30 of the vehicle notify the transfer tracking means 34, 60 that the vehicle enters the zone 1 or leaves it. This measurement is made possible by the storage in vehicle storage means 35 of location 36 of zone 1. This location may be the position of the two ends of a diagonal of zone 1, rectangular for this description. The means 6 for capturing and displaying the monitoring center

  comprise at least one control panel on which are shown data entry and control zones, characteristic of the extended permanent speed control system. These commands, after transmission by the transfer means 23 or 17 to the storage means 35 of the vehicle, slave the means 5 of the vehicle for the desired actions.

  To understand the invention, it will be advantageous to first know the following description relating to an extended system of permanent speed control of a vehicle C1 by a monitoring center 2 to which it is attached.

  This extended permanent speed control system is characterized in that, in a case such as speed monitoring, a reference system such as SG according to FIG. 8 is used to measure the difference between a calculated or a measured data item. by means of calculating or measuring the vehicle, and data transmitted from the control panel 6 of the monitoring center to the means on board the vehicle, characterized in that, when a positive difference, or possibly a negative difference, appears, the notification means 32 may notify the transfer tracking means 34 an alert. For example, when SG is 90 km / h the system notification means notify a speed alert to the tracking means 34, whenever the speed is greater than 90 km / h.

  This extensive system of permanent speed control will be better understood by noting that the monitoring center may wish to follow more accurately possible speed overruns.

  This extended system of permanent speed control is then characterized according to FIG. 8 by the call no longer to a single value SG, but to a table P42 of values associated with the elements of the path and their characteristics stored by the storage means. of the vehicle.

  A first type P42a of values can be such that a list VP42a of the detailed standards SD speeds, for example 130 km / h on the highway, 110 km / h on expressways, 90 km / h on normal track, these standards being captured by the central input means, A second type P42b of values may be such that a list VP42b of the profiles of the speeds of the path taken by the vehicle, from means such as vector mapping employed, SOFIDE SCA Capital Group of 2349.800 F rue Pierre Sémard 27932 GRAVIGNY CEDEX Té ': / 06.13.08.25.62 / 02.32.38. A third type P42c of values can be a VP42c list of values entered by the operator at a much more detailed level than P42a.

  The measuring means of the vehicle measure, at a sampling rate defined by the monitoring center, the difference between the actual speed of the vehicle on its path, and one of the values of the reference system P42.

  It will be better understood what a path, or route, noting that a path is an object characterized by an index such as ROTER1 according to Figure 8, and by a succession of contiguous segments such as the right segments of the path Pl -PARR, according to FIG. 6. According to the usual use of the vector mapping method, these segments represent a cartographic object such as a road open to traffic, digitized in as many points as is necessary to define the segments represented . The storage means such as those of the monitoring center or the vehicle store each point according to its coordinates, in general the latitude and the longitude of the point, ie 200 and 201 for P1 according to FIGS. 6 and 7, FIG. 7 being a representation storage means 35 of the vehicle.

  The coordinates of all the points of a path such as P 1 -PARR can come from a simple extraction carried out by the storage means, from the entry of the two ends P1-PARR, when these points are on the same road , such as the departmental D105, or from a route calculation, consisting, from a starting point P1, and an arrival point PARR, calculating the best path between these points, borrowing from multiple traffic lanes, and optimizing certain criteria, such as the shortest route in distance. A path may also be such that input by the central input means of a succession of waypoints placed on channels open to traffic, the path being then drawn through the path segments connecting two waypoints, in noting advantageously that these points are sufficiently close together to avoid having to resort to an optimization calculation. The coordinates of each arc end, such as 202, 203 for P2, 204, 205 for P3, are stored in the central storage means or the vehicle, as well as the speed profiles such as 300, 301.

  The list of segments obtained, their characteristics, plus the input by the central input means of path characteristic points, such as P2 according to FIG. 6, which may be an imposed waypoint, can then be stored by the central storage means. .

  From a vector map database, the processing means can extract particular characteristics of each segment, such as the nature of the path, its direction of movement if it is a single direction, its speed profile.

  It should be noted, for a better understanding of this extended system of permanent speed control, that the speed profile of a segment of track, within the meaning of this extended system of permanent speed control, is the limit speed authorized to the vehicle on this segment, and may be such as data derived from the vector map used by the processing means, or data as captured by the data entry means of the monitoring center.

  Similarly, it should be noted that a segment may comprise several speed profiles, for reasons such as the nature of the vehicle that borrows it.

  The surveillance center's storage means store all the speed profiles, for all the tracks that can be used, regardless of the vehicles. These data can come from means such as extractions from vectorial mapping bases, extractions from public regulatory bases of the type of those constituted by the Departmental Directorates of Equipment (DDE), in FRANCE.

  This characteristic of this extended system of permanent speed control will be better understood by noting that the storage means store, together with the coordinates of a track segment, certain parameters, such as the nature of a track, for example motorway, such as the list of current vehicle speed profiles that can be used by a vehicle, eg 130 km / h for a motorway, or such as a non-standard speed profile for a type of road, eg 110 km / h for certain sections of highway.

  Advantageously, the central storage means may also store velocity profiles captured by the central input means. This characteristic of this extended system of permanent speed control will be better understood by remembering that certain speed limits may be imposed by the center of the control system. monitoring itself, such as the maximum speed allowed on the Company's car park, or on a particular journey where the latter wishes to comply with particular safety procedures.

  SOFIDE Group SCA Capital of 2.349.800 F Pierre Sémard Street 27932 GRAVIGNY CEDEX Tel: / 06.13.08.25.62 / 02.32.38.47.76 / SIRET: 347 908 139 00012 APE: 652 E FR 64 347 908 139 Page 9 of 41 The main characteristic of this extended permanent speed control system according to FIG. 8 is that the storage means of the monitoring center store the speed profiles according to a method of discrimination of zones A1, of dates A2 and of paths A3.

  Thus, according to the same figure, list MCP42c, the maximum speed for: - the vehicle 7825UV75, - the zone discrimination criterion AMST1, such as the parking lot of the main bus station north of the city of AMSTERDAM, if it exists , - the discrimination criteria of dates 15/02/02 to 15/06/02, 15/09/02 to 30/11/02, and after 01/01/03, which mean during the period of 15/02 / 02 to 15/06/02, or during the period from 15/09/02 to 30/11/02, or beyond 01/01/03, - all trips, is set at 35 km / h.

  It will be noted that the speed 35 km / h does not correspond to a speed profile as defined in this extended permanent speed control system, since this data of 35 km / h relates to combined elements such as zones, dates, or even sections of paths, whereas a speed profile is defined as the reference speed on a segment of a path, a path being an object as defined above.

  It will advantageously be noted that an area captured by the input means may be such that: a geographical area as defined by means external to the monitoring center, such as a department, an administrative division, an area seized by the central means of entry. In this case, the definition of a zone will be better understood by noting that a zone is an object characterized by an index such as PARK1 according to FIG. 8, and by characteristics such as 400, 401, 402 according to FIG. 10, stored by the means storage device 35 according to Figure 11, wherein 400 and 401 may be such that the coordinates of a center, 402 a radius, when the area is defined as a circular area. According to FIG. 10, it will be noted that a zone may have various shapes, the characteristics of which are stored by the storage means.

  Thus, the central storage means store the data necessary for the display means to display an area in the form of a surface delimited by a continuous line, such as, having the position of a vehicle and a map visible on a means such as a screen, these means can display a symbol representing the vehicle in its relative position with respect to this area.

  The characteristics of the discrimination method of zones, dates, and routes will be more easily understood by referring to the list of steps of the discrimination method, according to FIG. 9.

  Step E50 is characterized in that the center processing means can first identify the geographical areas concerned by the speed limits of a group, a subgroup or a particular vehicle. Thus, a step E53 may mean that all the zones are concerned. Another step E56 may mean that, on the contrary, no zone is retained. If neither E53 nor E56 are retained by the capture means of the monitoring center, then steps E54 and E55 can be implemented. In this case: Assuming that ZONEZ, ZONE2, ZONEN represent areas whose structure is as indicated in FIGS. 10 and 11, the input means can capture sets such as: ZONE 1, plus ZONE2, plus ZONE3 minus ZONE4 and ZONES, or: all zones less ZONE 1, less ZONE2, less ZONE 3 from which ZONE4 and ZONES are removed.

  Step E57 is characterized in that, when a list of zones has been entered by the input means of the monitoring center, these means make it possible to highlight the paths concerned for the speed limits of a group, of a subgroup or SOFIDE Group SCA Capital of 2.349.800 F Pierre Sémard street 27932 GRAVIGNY CEDEX Tel: / 06.13.08.25.62 / 02.32.38.47.76 / SIRET: 347 908 139 00012 APE: 652 E FR 64 347 908 139 Page 10 of 41 of a particular vehicle. This step will be better understood by noting that, in the areas retained in E50, if any, certain paths may be added or, on the contrary, excluded.

  Thus, if the ZONE2 zone has been selected for processing such as alerts, it is possible that some trips in this zone do not require special monitoring. The implementation of the input means is then simpler retaining the entire area, except some paths.

  It will be understood that, likewise, the input means can completely exclude ZONE 1, except for certain paths. In addition to the entries above, the input means can enter sets such as: PATH1, plus PATH2, plus PATH3 minus PATH4 and PATH, or: all paths minus PATH1, minus PATH2, minus PATH 3 from which are removed PATH4 and PATHS.

  Step E58 is characterized in that, when a list of zones and paths has been entered by the input means of the monitoring center, these means make it possible to highlight the dates concerned for the speed limits of a group, a subgroup or a particular vehicle. This step will be better understood by noting that, in the areas retained in E50 and the paths selected in E57, if any, certain dates and periods may have an additional discriminatory character.

  In addition to the entries above, the input means can enter sets such as: PERIODE1, plus DATE2, plus PERIODE3 minus DATE4 to DATES, or even: all dates minus DATE1, minus DATE2, minus PERIODE3 from which the PERIOD4 is removed. Of course, the implementation of this extended system of permanent speed control is not limited to this example. According to FIG. 8, the storage means can store lists such as VP42c, that is: ZONE1, such as PARK1, where the speed limit is 35 km / h, whatever the date, and whatever the path, plus ZONE2, such as AMST1, if the date is within the period from DATEZ to DATE2, such as 15/02/02 to 15/06/02, where the speed limit is 35 km / h, whatever the route, plus TRAJETI, such as ROTER1, if the date is after DATE3, such as 15/02/02, where the speed limit is 60 km / h, regardless of the zones crossed by the vehicle.

  According to FIG. 9, the combination of the zones - paths - dates criterion by the input means may be different. Thus, E51 would be a built list by first selecting the paths, then the zones then the dates. E52 would be a list built by first selecting the dates, then the areas and then the paths.

  According to the example of FIG. 8, the input means can also combine the three discrimination criteria.

  A characteristic of this extended permanent speed control system consists in transferring to the vehicle storage means the lists constituting the table P42 according to FIG. 8, in such a way that the vehicle processing means can measure the differences between its actual speed and the reference speed limit at the point where it is.

  It will be noted that the lists VP42a, VP42b, VP42c according to FIG. 8 include commands of the YES / NO type, which allow the calculation means to use all or part of the data contained in the table P42.

  To better understand this extended system of permanent speed control, it will also be noted that the calculation means can establish a hierarchy in these data.

  Thus, according to FIG. 8, for any processing concerned by the zones / dates / paths of the list P42, the measurement means can use, for their measurements of velocity gaps, in priority, the data of the list VP42c, since it can have been seized by Groupe SOFIDE SCA Capital of 2.349.800 F Pierre Sémard street 27932 GRAVIGNY CEDEX Tel: / 06. 13.08.25.62 / 02.32.38.47.76 / SIRET: 347 908 139 00012 APE: 652 E FR 64 347 908 139 Page 11 out of 41 the operator to compensate for shortcomings or inadequacies in the data of lists VP42b and VP42a, such as knowledge of the speed limit set by the Company for travel on its parking.

  When all the data of the list VP42c has been taken into account, if the processing means have not found a reference speed limit for the position where the vehicle is, they can use the data of the list VP42b, when they exist for the journey concerned. These data have a high degree of accuracy and relevance, because of their origin, since they come from official organizations, and could be added by vector mapping manufacturers.

  However, since they are updated only periodically, or may only actually cover part of the road network, the monitoring center may have to supplement them with a list such as the VP42c list.

  It will be observed that the list VP42b allows the storage means to provide the exceptional speed limit of 110 km / h on certain sections of highway, if VP42c was not used by the input means to enter this data, but this The latter solution is less efficient because, by its nature, VP42b stores regulatory data associated with the road network as a priority, whereas VP42c is instead used by the input means for specific inputs, not provided by vector mapping tools.

  Similarly, the list VP42b is best adapted to allow the storage means of the vehicle to extract the limit speed of passage in places such as agglomerations, for example 50 km / h, because among the characteristics of each segment stored by the vector cartographic bases, there is one which indicates if this segment is located in an environment such as an urban environment.

  It will also be noted that the list VP42b is intended to store other regulatory constraints, such as the different speed limits on a roadway segment, according to criteria such as the nature of the vehicle. Thus, in FRANCE, a 3.5-ton 12-tonne truck is limited to 80 km / h on normal lanes, 100 km / h on expressways and 110 km / h on motorways. A truck weighing more than 12 tonnes must not drive more than 90 km / h on the motorway. In addition, if this truck is of type serai trailer, its speed on a departmental road, must not exceed 60 km / h. Other layers of regulation, for the transport of hazardous materials, for example, are still superimposed on these provisions.

  A characteristic of this extended system of permanent speed control is that this accuracy in the reference system used is actually taken into account by the vehicle measuring means, for measuring the difference between the actual speed and the speed limit.

  Thus, the central storage means store for any vehicle its necessary regulatory characteristics. Such characteristics may be such that P 10a, its group, for example Total Weight Support between 3.5 tonnes and 12 tonnes, and its subgroup, for example Long Distances. It will be understood that, when the central storage means extract the lists VP42a, VP42b, VP42c, according to FIG. 8, relating to a vehicle, they only extract the data concerning the speed limits of the regulatory group such as Total Weight Supported. between 3.5 T and 12 T. Advantageously, when the measuring means of such a vehicle measure a difference with the actual speed, the reference speed taken into account for a segment such as a motorway segment is 110 km / h, speed regulation for this type of vehicle, is no 130 km / h, speed regulation for other types of vehicles.

  Finally, if the processing means found neither VP42c nor VP42b a repository, they can use the data of the list VP42a.

  It will be observed that if the VP42 c or VP42b lists do not allow the storage means to obtain a speed limit such as 110 km / h on certain sections of motorway, according to the description already made, then the vehicle processing means will not have this data. Indeed, VP42a only contains some general data, such as 130 km / h as a reference for highways. Thus, when the vehicle is on a track such as a motorway, the measuring means can measure in some cases only approximate deviations from the limit speeds. Thus, they do not have information through the VP42a list to determine that the speed limit can be 110 km / h, and then use 130 km / h as reference. A fortiori, the list VP42a does not allow to take into account the type of the vehicle, when it has an influence on the reference speed.

  This extended system of permanent speed control is characterized in that, when the central storage means detect that, in the lists such as VP42a, VP42b, VP42c, a given position of the vehicle has contradictory speed limits that can not be explained by a reason such as Depending on the vehicle's Total Weight Support, the central warning means may alert the operator to choose the relevant value to be stored, or, depending on the case, the SOFIDE SCA Capital Group of 2.349. 800 F Pierre Sémard street 27932 GRAVIGNY CEDEX Té !: / 06.13.08.25.62 / 02.32.38.47.76 / SIRET: 347 908 139 00012 APE: 652 E EN 64 347 908 139 Page 12 of 41 storage facilities can do the same this choice, using a rule such as the hierarchical priority, that is to say by retaining priority data type P42c, then P42b, then P42a.

  The central means may subsequently recalculate certain paths and path portions, retrieve the corresponding lists of speed limits and transfer them back to the vehicle storage means.

  Preferably, according to the description made above, the route calculations include lists P42c constructed by the means of the monitoring center by means of an extensive use of the discrimination criteria of zones, dates and routes, which provide a high precision in the calculations made by the calculation means, the lists such as P42b being presented as more summary.

  It will be better understood the invention described later noting that lists such as P42b, mainly from information means as regulatory, may be wholly or partly built according to such criteria. Thus, a traffic restriction may be defined for a zone, period, and / or certain routes.

  We will have a more complete understanding of this extended system of permanent speed control by referring to Figures 12 and 13.

  According to FIG. 12, the central means MC stores an MCCOM list of limit speeds concerning all the groups and subgroups of vehicles, plus certain limitations specific to certain isolated vehicles. The MCCOM list is established according to criteria of discrimination of zones, dates and routes.

  The central means extract MCP42a, MCP42b, MCP42c limit speed lists concerning a particular vehicle V from the MCCOM list, using criteria such as the group of this vehicle, its subgroup, or its personnel number as criterion of extraction. Discrimination criteria for fields, dates, and paths present in the MCCOM list are transferred to the lists MCP42a, MCP42b, MCP42c The central storage means can store these lists for later uses.

  The central means extracts from the lists MCP42a, MCP42b, MCP42c the limit speed lists VP42a, VP42b, VP42c concerning only the planned path P1-PARR, according to FIG. 6, of this vehicle. This extraction is done through the criteria of discrimination of zones, dates and journeys to which the intended route responds. It will advantageously be noted that a path discrimination criterion may be such that a path piece retained in one of the lists MCP42a, MCP42b, MCP42a, and taken by the vehicle, on its intended path P1-PARR. The discrimination criteria for areas, dates and routes in lists MCP42a, MCP42b, MCP42c are transferred to lists VP42a, VP42b, VP42c. The central storage means can store these lists for later uses.

  The central transfer means transfer the limit speed lists VP42a, VP42b, VP42c to the storage means of the vehicle V. According to FIG. 13, the triggering of an alert by the vehicle warning means, with the use of a table such as P42 according to FIG. 8, can be carried out according to the following steps: In a step 1 of the method according to FIG. 13, the storage means of the monitoring center store according to discriminating criteria such as zones, dates or periods, and particular journeys, limit speeds for all types of vehicles.

  In a step 2 of the method, the central storage means extract from their means an MCP42c list of the P42c type speed limits, relating to the vehicle, and containing seizures specific to the monitoring center.

  In a step 3 of the method, the central storage means extract from their means an MCP42b list of the limit speeds of type P42b, relating to the vehicle and its path, and containing detailed speed limits provided by the regulatory bodies, for the road network.

  In a step 4 of the method, the central storage means extract from their means an MCP42a list of the P42a type speed limits, concerning the vehicle and its path, and containing general speed limits for the road network, entered by the input means from the monitoring center.

  In a step 5 of the method, the calculation means of the monitoring center calculate the estimated route P1-PARR according to Figure 6 of the vehicle, or the central input means enter such a route, SOFIDE SCA Capital Group of 2.349.800 F rue Pierre Sémard 27932 GRAVIGNY CEDEX Tel: / 06.13.08.25.62 / 0232.38.47.76 / SIRET: 347 908 139 00012 APE: 652 E EN 64 347 908 139 Page 13 of 41 In a step 6 of the process, the central storage means extract from the list MCP42c a list of the limit speeds VP42c of the type P42c, concerning only the predicted vehicle path. In a step 7 of the method, the central storage means extract from the list MCP42b a list of the limit speeds VP42b of the P42b type. , relating only to the estimated path of the vehicle, In a step 8 of the method, the central storage means extracts from the list MCP42a a list of the limit speeds VP42a of the P42a type, concerning only the predicted path of the In a step 9 of the method, the transfer means of the monitoring center transfer the lists VP42a, VP42b, VP42c to the storage means of the vehicle. In a step 10 of the method, the vehicle measuring means measure the differences between the real speed of the vehicle, and the speed limit extracted from the lists VP42c, VP42b, VP42a.

  In a step 11 of the method, the vehicle alert means alert the monitoring center when the actual speed exceeds the limit speed of the point where the vehicle is.

  It will be noted advantageously that any modification of the vehicle's projected path, the central means can drive a new activation of steps 5 to 9.

  We will have a more complete view of this extended system of permanent speed control by observing, according to FIG. 14, characteristic sequences of zones and paths, discrimination criteria dedates occurring in parallel.

  According to this figure, a predicted path of a vehicle V may be such that P 1, P 8, the segments of this path initially calculated by the calculation means of the monitoring center being such that P1 P2, P2P3, P7P8. V may be such that a vehicle subject to the general conditions of the speeds, such as 130 km / h on the motorway, and not to a particular criterion such as the Total Weight in Charge.

  From the list MCCOM, then lists MCP42a, MCP42b, MCP42c, according to FIG. 12, the storage means extract lists VP42a, VP42b, VP42c from zones such as Z1 to Z5 according to FIG. 14. These extractions are the steps 1 to 8 according to Figure 13.

  The zones ZI and Z5 can be such that belonging to a list VP42c, input by the central input means, and corresponding to the parking of the starting point P1, and that of the arrival point P5, the speed limits being 35 km / h on Z1 and 40 km / h on Z5.

  Zones Z2, Z3 and Z4 can be such as belonging to a list VP42b, coming from public databases registering all the prescribed or regulatory speeds, and such that in Z2 the speed limit is 60 km / h, because of snowfall, in Z3 it is 30 km / h due to ice, except in Z4, zone included in Z3, where the conditions of speed are the normal conditions of circulation, corresponding unless otherwise indicated to the space outside the zones cited. These normal traffic conditions may be such as a VP42a list, for example 90 km / h on normal roads, 110 km / h on expressways, 130 km / h on motorways.

  The T1 channel may be such as belonging to a list VP42b with sections where the speed limit may be such that 90 km / h before Q9, 70 km / h between Q9 and Q10, 110 km / h between Q10 and Q11, 90 km / h after Q11.

  The storage means can store in addition to date criteria, such that, between Q9 and Q10, the speed is limited to 70 km / h only from 15/02/2002 to 15/03/2002, then 01/2002 06/2002 to 30/06/2002, such date discrimination criteria can similarly be superimposed on all other speed limits.

  Step 9 according to Figure 13 is characterized by the transfer to the vehicle by the central transfer means of all speed limits on the vehicle V on its expected path P1P8, in the form of lists VP42a, VP42b, VP42c, consisting of zones and paths according to Figure 14, and further comprising date discrimination criteria not shown in this figure.

  When V follows its intended path P1P8, the vehicle calculation means calculate its position on the path, the measuring means measuring this position with respect to the zones and paths according to FIG. 14. Thus, when V is on P3P4, the speed limit is extracted by the V storage means from the list corresponding to the zone Z2. It should be noted that, above all, SOFIDE SCA Capital Group of 2349.800 F Pierre Sémard Street 27932 GRAVIGNY CEDEX Té !: / 06.13.08.25.62 / 02.32.38. If they are transferred by the central means, they may have to arbitrate disputes such as occurring on the Q9Q10 segment of the Ti channel. Page 47 47.76 / SIRET: 347 908 139 00012 APE: 652 E EN 64 347 908 139 Page 14 We will have a better understanding of this situation by observing that, on Q9Q10, the processing means have three limiting speeds in competition: the first defined for the T1 channel, the second for the Z2 zone, the third for the Z3 zone. The processing means may decide that the speed limit will be such that the lowest speed, 30 km / h, limit speed following the zone Z3.

  According to such an implementation of this extended system of permanent speed control, when the vehicle V deviates from its planned route P1P8, the on-board processing means on board the vehicle can continue the processing of the speed difference measurements, both that the vehicle remains in a geographical area covered by the lists stored by the storage means, shown in FIG. 14. Advantageously, the central computing means could define an area such that CL1, CL2 according to FIG. 14a, corridor in which all the data necessary for monitoring the speeds concerning V have been extracted and transferred to the means of the vehicle.

  When the position of the vehicle is outside an area such as this corridor, the vehicle warning means can alert the monitoring center whose means can then calculate another corridor such as CL1, CL2, retrieve new lists VP42a, VP42b, VP42c corresponding, and transfer these lists to the vehicle.

  It will advantageously be noted that, in a situation such that when the central processing means wish to minimize the quantities of data transferred, they can optionally transfer only the speed limits corresponding to the path P1P8.

  In this particular implementation of this extended system of permanent speed control, the calculation means of the monitoring center can calculate the intersections between the path P1P8 and the limits of the zones such as Z2, or the common parts between P1P8 and a path such as Ti. Thus, in Q1, the vehicle V leaves the zone Z1, and enters an area whose speed limits are such general limits, in Q2 it enters zone Z2, P5 to P6, it borrows the Ti channel.

  According to this option, the central storage means store a predicted path whose segments are such that PIQ1, P2Q2, Q8P8, each segment being characterized by the limit speed which concerns it, such as the limit speed inside zone Z2. for the Q2P3 segment, or the limit speed on the T1 channel, between Q10 and Q11, for the P5P6 segments.

  The central transfer means then transfer to the vehicle storage means the list of segments such as P1Q1 of the path P1P8, plus the list of limit speeds on each of these segments. The calculation means of the vehicle calculate on which segment is the vehicle, and the storage means extract the limit speed corresponding to the calculation of the difference with the actual speed.

  This extended permanent speed control system will be better understood by noting that, in this variant, when the vehicle deviates from the route P1P8, the central means are alerted by the vehicle, and carry out the necessary treatments to transfer to this one. the new forecast route and the associated speed limit list.

  According to FIG. 8, a command CLZ allows the processing means of the monitoring center to extract from its storage means the lists such as MCP42a, MCP42b, MCP42c, then such as VP42a, VP42b, VP42c, for a vehicle and a path given, the transfer means then transferring these data, as well as the data concerning the estimated journey, to the storage means of the vehicle.

  The vehicle processing means, having these data, can perform much more economical treatments than if they were performed directly at the central means.

  This characteristic of this extended system of permanent speed control will be better understood by noting that the treatments described, such as the various alerts, require knowledge of the position and speed of the vehicle. If the central processing means perform these treatments, they require means of transfer of the vehicle the frequent transfer of this position, plus other data such as the list of real speeds. These transfers, which are most often remote transfers, are generally cost prohibitive. This is why a main feature of this extended system of permanent speed control is to carry out the treatments at the vehicle level. The storage means of the latter stores most of the necessary data from its measurement means such as speed measurement, plus other data transferred by the monitoring center means, such as paths or areas.

  It will be noted advantageously that the description made above describes basic elements characterizing a general monitoring of speeds, some elements of which are necessary for a good implementation of the invention, and whose prior knowledge allows a better knowledge of the invention. even.

  SOFIDE Group SCA Capital of 2.349.800 F Pierre Sémard Street 27932 GRAVIGNY CEDEX Tel: / 06.13.08.25.62 / 02.32.38.47.76 / SIRET: 347 908 139 00012 APE: 652 E FR 64 347 908 139 Page 15 of 41 The invention is characterized in that a supervisory center can transfer to one or more monitoring centers as above the repositories enabling it to produce the lists such as MPCP42b, and can transfer these lists directly to the means of the vehicles.

  It will be recalled advantageously that a list such as MPC42b according to FIGS. 8 and 12 can be constituted in a manner similar to MPC42c according to FIG. 8, in that the transfer means of the supervision center can transfer discrimination criteria. zones, dates and routes, such as speed limited to 35 km / h for the AMST1 zone, for a period such as from 15/02/02 to 15/06/02, all trips, or such as speed limited to 60 km / h on ROTER1, from 15/02/02, ROTER1 may be such that an official route defined by the public authorities and taken over by the supervision center, or such as a route defined directly by the center of supervision.

  According to FIG. 15, the supervision center CSUP can transfer data directly to the vehicle storage means V1, V2, by downlinks 1 and 3, V1 and V2 that can transfer data via uplinks 2 and 4 to CSUP. CSUP can transfer data to vehicles such as V3, V4, V5, V6, through relay links 5 and 7 with monitoring centers such as CS 1 and CS2, and links 9, 11, 13, 15 between monitoring centers and vehicles. The vehicles can transfer data to CSUP by uplinks 10,12,14,16 with CS1 and CS2, CS1 and CS2 that can relay these transfers by the uplinks 6 and 8. This feature of the invention will be better understood by noting that any data of regulatory and / or relevant type for the circulation of vehicles can be stored in the storage means of the supervision center, the transfers with the vehicles, such as descendants or amounts, being done either directly or by the intermediary of monitoring centers, such as those to which certain vehicles are attached.

  Optionally, CS1 or CS2 according to the same figure, can store in their storage means data relating to the vehicles attached thereto, these data may not be stored at the level of CSUP. Such data may be of a non-regulatory nature and / or irrelevant to the movement and movement of vehicles. They may be such that the path of a vehicle for a given period, calculated by the calculation means of the monitoring center, and stored in its storage means.

  For a better understanding of the invention, it will be noted that each of its characteristics can be applied to direct transfers between vehicles and the supervision center, and / or to non-direct transfers, ie comprising a phase transition by relays such as monitoring centers.

  The invention is characterized in that the data received by the vehicle storage means can be the necessary references defining at any point in the path of a vehicle the prescribed speed at which it must move. According to the above description, it will be remembered that these regulatory references must be treated at a fine level of detail, such as the speed of a truck on a given lane, depending on a parameter such as empty tonnage or in charge of this vehicle, or such as speed temporarily limited on a highway, because of work, whose start date and end date may or may not be known to the system and managed by him.

  A feature of the invention is that the speed references described in Figure 17 similar to Figure 14 can be fully applied. Thus, the supervision center can transmit to a vehicle, directly or indirectly through monitoring centers, speed reference specific to areas such as Z1, Z2, Z3, Z4, Z5, or to paths such as T1, these elements can be combined with additional criteria of discrimination of dates. It will be noted that, according to FIG. 17, the speed reference standards may be primarily of a regulatory type, apply to any vehicle, may not be entered at the level of the input means of a monitoring center such as CS1 according to Figure 15 may be captured, or stored from organizations in general public, at the CSUP level of Figure 15, and may never include monitoring center-specific data. Conversely, it will be recalled that the reference systems according to FIG. 14 can be entered by the input means 6 of a monitoring center such as 2 according to FIG. 2, or come from the latter after acquisition of these data from specialized files, but without the intervention of a supervisory center such as CSUP according to FIG. 15. This data may only relate to the vehicles attached to this center 2, and include data such as non-regulatory and specific to the monitoring center 2, for example the set of vector arcs constituting the path of a vehicle.

  The invention will be better understood by noting that, according to FIG. 17, in the path of a vehicle such as P1P8, the supervision center can store, on the one hand, a speed limited by law to 130 km / h for a car, between P4 and P7, portion of the route corresponding to a motorway, on the other hand store a speed limited to 65 km / h for the route Tl, in particular works, to last from 15/02/02 to 15/10/02, and finally store a maximum speed of 35 km / h for the entire Z3 zone, without exception for Z4, because of thaw barriers from 01/03/02 to 15/03/02. We will usefully verify that Groupe SOFIDE SCA Capital of 2. 349.800 F Pierre Sémard street 27932 GRAVIGNY CEDEX Té !: / 06.13.08.25.62 / 02.32.38.47.76 / SIRET: 347 908 139 00012 APE: 652 E FR 64 347 908 These regulatory constraints can be combined into one, the system being able to retain one, such as the lowest speed, ie 35 km / h if the journey is made in the period quoted from 01/03/02. to 15/03/02.

  According to a method similar to that employed by the processing means of the monitoring center, according to the above description of an extended permanent speed control system, the invention is characterized in that the means for storing the vehicle store data such as velocity repositories according to criteria of zones, routes and dates, the calculating means of the vehicle calculating at any point of a path such as P1P8 which is this repository, or the on-board means only store the repositories concerning each segment of the path, such as PIQ1, Q1P2. On the other hand, in the event of changes in traffic conditions during the journey, the supervision center may transfer to the vehicles, either directly or through the monitoring centers, if they exist, updates . Or, when the vehicle leaves the originally planned route, a method similar to the method already described may be applied in the same way, such as a re-calculation of the route by the means of the monitoring center on which the vehicle depends, or any other type of calculation. Updates that the supervisory center can transfer may be such as the expected speed on a path segment.

  The invention is characterized in that, when a monitoring center additionally imposes through a list such as VP42c speed repositories other than the repositories transmitted by the supervision center, these repositories being such that they are seized by the input means of the monitoring center, the storage means of the vehicle can store the two referentials concerned. According to FIGS. 5 and 17, 89, 90, 91 can correspond to the regulatory speeds on segments such as PIQ1, Q1P2, P2Q2, and 92, 93, 96 correspond to speed reference data entered by the monitoring center 2 and transmitted to the vehicle. In fact, concurrently with the treatments carried out in the context of the invention, the monitoring center can impose on the vehicle constraints of its own, such as a speed of 60 km / h maximum on a path such as ROTER1, according to the invention. Figure 8.

  A feature of the invention is that the constraints imposed by a monitoring center to a vehicle have priority, and that such a vehicle may not be taken into account by the invention, for all zones, dates, paths where the repository transmitted by the supervision center is not the one used.

  This aspect of the invention will be better understood by noting that, when a center such as a monitoring center imposes on a vehicle such as ROTERI a speed of 60 km / h maximum, for a reason such that Particular loading, the system could receive warnings on erroneous speeds. Thus, on a lane whose regulatory speed is such that 90 km / h, the imposed speed of 60 km / h causes, in the absence of special rules, an artificial slowing down warning, which the system must avoid. Optionally, it will be noted that, for any speed significantly lower than 60 km / h, the vehicle calculation means can calculate an alert. Thus, the vehicle being caught in a slowdown or a lasting stop, his embedded means can play the role of informants with regard to the center of supervision, in the same way as the other vehicles present.

  It will also be understood that a similar implementation of the invention consists in that, when a vehicle V stores as a prescribed speed a speed VR 90 such as 90 km / h for a lane such as a highway, on which way Other vehicles such as automobiles have a higher speed regulation VR130, such as 130 km / h, V alert means do not transmit alert when it moves to VR90, significantly lower than VR130. On the other hand, it will be usefully observed that the means of V, when the speed of V falls to a value such that VR 90 - 30, ie 60 km / h, can transmit an alert, for a reason such as a general slowdown to 60 km / h on the portion traveled by V. According to FIG. 16, the invention is characterized in that, when a vehicle such as V1 is traveling on a segment P3P4 of a path P1P4, the speed reference used by V1 is such that VTP, that the value of the difference DELTA_VIT between the repository and the actual speed VTR1 is such that less than a configurable value such as DELTA_STD, the vehicle warning means do not transmit any alert to the supervision center.

  According to FIG. 16, the invention is characterized in that, when a vehicle such as V2 is traveling on a segment P2P3 of a path P1P4, the speed reference used by V2 is such that the value VTP DELTA_VIT difference between the reference frame and the actual speed VTR2 is such that equal to or greater than a configurable value such as DELTA_STD, the vehicle warning means transmit an alert to the supervision center, either directly or via a center CS1 monitoring system to which V2 can be attached, this alert including data such as the location of the vehicle at this time, in the form of longitude and latitude, the schedule, the speed VTR2.

  The processing means of the supervision center, when they receive an alert as described above, can store the value of the real speed VTR2, as temporary reference for the segment P2P3, and transmit to the vehicles or to the monitoring centers this when such data is defined as having an interest in the development and monitoring of the routes taken. Thus, when the calculation means of the center CS1 calculate a route using the path PIP4, they can SOFIDE Group SCA Capital of 2.349.800 F Pierre Sémard street 27932 GRAVIGYY CEDEX Tel: / 06.13.08.25.62 / 02.32.38.47.76 / SIRET: 347 908 139 00012 APE: 652 E FR 64 347 908 139 Page 17 of 41 take as a speed profile for segment P2P3 this temporary value VTR2, as long as this value is not contradicted by a new update. It will advantageously be noted that the CSUP storage means continue to store the regulatory speed reference for a segment such as P2P3, the utility of which will be described later.

  Such a calculation can be the tracking of the arrival time of the vehicle V3 at a rendezvous point, according to FIG. 16, RDV being such that a delivery point of V3, the organization of the journey being such that V3 must be present at a specific time to RDV. Thus, the initially planned speed P2P3 being such that 130 km / h, VTR2, the new speed expected on the segment P2P3, being 65 km / h, the processing means such as those of the vehicle can calculate that the speed VTR2 substantially less than the one used to organize the trip, will cause a delay such as one hour by appointment. The importance of this planned follow-up of possible delays to delivery appointments is well known to those skilled in the art in this technical field, which can, if he is informed sufficiently in advance, intervene effectively.

  Another consequence may be such that the partly automatic recalculation of a route such as P1P4. Thus, when the processing means having initially calculated the route are alerted to a decrease of the speed on the P2P3 segment to reach VTR2, on one of the calculated routes, these means can calculate if at least one other path does not become more interesting, according to a criterion such as the total travel time of the PIP4 trip.

  It should be noted in parallel that DELTA_VIT can be positive or negative. Thus, when the calculation means of the vehicle calculate a speed VTR2 such as 65 km / h on a segment such as P2P3, this speed is retained by the supervision center, then, later that the real speed VTR2 is calculated such that 90 km / h, the supervision center can retain 90 km / h as the new reference system. Then, DELTA_VlT can be positive and equal to 25 km / h.

  According to FIG. 18, another main characteristic of the invention is that the speeds selected for the repositories by the CSUP supervision center can be transmitted to it either by regulatory public means 2, such as DDE, Direction de l'Equipement, or through private databases 1 already gathering official regulatory data. According to FIG. 16, it will advantageously be remembered that additional reference frames, corresponding to the actual speeds observed, can come from sources such as the means V1, V2, V3 on board the vehicles.

  According to FIG. 19, the invention is characterized in that actions such as the calculation and the transfer of an alert by a vehicle, following the calculation of a real speed different from the stored reference frame for the path segment considered, can be controlled by commands transferred by the supervision center to the vehicle processing means, such orders can be updated regularly by the supervision center.

  Such commands can be relative, for a group of commands such as G1, to the data concerning the slowdowns of the traffic. According to Figure 19, it will be observed that G1 is composed of 2 main subgroups of commands. SG1, main subgroup on Management of Slowdowns, SG2, sub-group related to the management of alerts related to the monitoring of the real speed of vehicles. Also, we will note a particular subgroup, AEX, subgroup of commands relating to so-called exceptional calls, described below.

* To better understand these commands according to Figure 19: -Pl 0: control characterized in that, when Pl 0 has the value "inactive", the onboard means of a vehicle no longer process the data relating to G1. when P10 is "active".

  - P 10a: control characterized in that the supervision center can update from the commands according to Figure 19, an entire group of vehicles. Such a group may be the group of vehicles with more than 12 tonnes of GVW.

  - P1Ob: control characterized in that the supervision center can update, from the commands according to Figure 19, an entire subgroup of vehicles in the group P10a. Such a sub-group may be the subgroup of vehicles over 12 tonnes GVW used for the transport of dangerous goods. In such a case, the other subgroups are not updated.

  - P l Oc: command characterized in that the supervision center can update, from the commands according to Figure 19, a single particular vehicle. Such an order takes precedence over the P10a and PlOb commands.

  - P20: command found in all major subgroups, characterized in that when P20 is set to "No", the subgroup concerned ceases to function. The value "Yes" puts it back into operation. It will advantageously be noted that P20 may also relate to other sets, such as the set of values "Stabilized speed", described below.

  SOFIDE Group SCA Capital of 2.349.800 F Pierre Sémard street 27932 GRAVIGNY CEDEX Tel: / 06.13.08.25.62 10232.38.47.76 / SIRET: 347 908 139 00012 APE: 652E FR 64 347 908 139 Page 18 of 41 - ECH: order known as sampling system, characterized in that the measuring means of a vehicle measure at a rate equal to ECH the instantaneous speed. ECH can be as 00:00:03, one measure every 3 seconds.

  - P 1: Number of calculation samples. Optional command, characterized in that the means for calculating a vehicle can calculate the basic average speeds on P1 samples. P1 can be such that 4 samples.

  - P2: Duration of a base period. Optional command, characterized in that, when the system does not use P 1, the calculation means can calculate the average real speed, said first order or basic, of the vehicle from samples taken during the duration P2 d a basic period. P2 can be as 30 seconds or 50 meters. P2 will be better understood by noting that when ECH is 3 seconds, and P2 is 30 seconds, the average is calculated on 10 samplings. It should be noted that P 1 and P 2 can be exclusive of each other, in that the calculation means use either P 1 or P 2, or not be exclusive, in that the calculation means calculate at each calculating two average speeds, one using P1, the other using P2, and then retaining the one that appears optimal, according to a criterion such as the dispersion around a reference value, described below. P3: control characterized in that the average speeds calculated

  according to P1 and P2 can be stored in the vehicle storage means.

  - P4: control characterized in that, when P3 is "yes", the storage means of the vehicle can also store the vehicle position when storing an average speed, and the corresponding schedule.

  - P5: control characterized in that the calculating means calculate a reference average speed, called second-order, based on the speeds defined with P 1 and / or P2. P5 can be such that 3 periods, meaning that the mean speed selected is the average of the average first order speeds over three consecutive periods.

  - P6: control characterized in that it is necessary that the average speeds calculated using P1 and / or P2 remain in a range equal to the average reference speed calculated using P5 plus or minus P6, so that the speed is defined by the system as stabilized. In the opposite case, the speed is defined as unstabilized, and is not concerned with figure 19. P6 can be such that 15 km / h.

  - P7: control characterized in that, when an average reference speed calculated over a given interval changes, and differs from the previously calculated value by a value greater than P7, then the vehicle processing means adopt this new value as reference. P7 can be as high as 20 km / h. The adoption of a new reference speed may give rise to an alert addressed to a supervisory center.

  P8: control characterized in that the average speeds calculated according to P5 can be stored in the vehicle storage means.

  - P9: control characterized in that, when P9 is "yes", the storage means of the vehicle can also store the vehicle position when storing an average speed P5, and the corresponding schedule.

  - P10: command characterized in that, for an alert to be transmitted, it must repeat itself P10 times in a row. P 10 can be as 3 times.

  - P11: command characterized in that, when a vehicle triggers an alert, and that, continuing its course, it is in a situation to trigger other alerts, it must travel at least Pl1 meters between each alert. P11 can be as 50 m. P 11 may also be such that a delay, for example 30 seconds minimum between two alerts.

  - P12: control characterized in that, when a vehicle V1 triggers an alert, and in the vehicles that follow it in its path, another vehicle V2 is in a situation to trigger a second alert, V2 and V1 must be spaced at less than P12 meters. P12 can be as 100 m. P12 may also be such that a delay, for example 30 seconds minimum between two vehicles passing in the same place.

  P13: command characterized in that an alert triggered according to the above can be stored in the vehicle storage means.

  - P14: control characterized in that, when P14 is "yes", the storage means of the vehicle can also store the vehicle position when storing an alert, and the corresponding schedule.

  SOFIDE Group SCA Capital of 2349.800 F Pierre Sémard street 27932 GRAVIGNY CEDEX Tel: / 06.13.08.25.62 / 02.32.38.47.76 / SIRET: 347 908 139 00012 APE: 652 E FR 64 347 908 139 Page 19 of 41 - P31: characterized by the fact that the speed reference standards may not have a single value. For example, a passenger car, a truck weighing less than 12 tonnes, a bus may not have the same speed limits on a lane such as a highway. Or, for a given vehicle, the limiting regulatory speeds may differ according to criteria such as the type of route taken, or the period of circulation. P31 is such that a table of regulatory speeds.

  - P32: command characterized in that the speed alerts are transmitted at the P32 rate to the supervision center. P32 can be as 00:00, having a meaning such as sending immediately to each alert.

  - P33: command characterized in that an alert can be communicated to the driver of the vehicle.

  - P34: control characterized in that a period at least equal to P34 separates two driver alerts. P34 can be as 5 minutes.

  - P35: control characterized in that the transfers can take place by remote means, such as GSM, or nearby, such as HF. P35 can be such as SMS, which is a particular mode of data transfer by GSM.

  - P36: control characterized in that, when a transfer has taken place, the storage means can erase the corresponding data, to free space in the storage means.

  - P60: command characterized in that the supervision center can transmit AEX exceptional calls, and order an instant transfer of certain data. According to Figure 19, this data may relate to vehicle positions, average speeds, base speeds, speed alerts.

  - P61: command characterized in that an exceptional call can cover different requirements. Thus, a sending of positions can be such that Type of Extraction = 1, either sending the last position, or Type of Extraction = 2, or sending the last 10 positions.

  - P62: control characterized in that the storage means can erase the data that has just been transmitted.

  According to FIGS. 20 and 19, the instantaneous speed VITR of a vehicle is lower than the prescribed speed 4 of the path taken, and evolves around a mean value 5. The basic periods 1 have a duration 2, corresponding to P2 according to FIG. 19. The sampling 3 corresponds to ECH according to FIG. 19. For each base period 1, the calculated average speed is 6. According to FIG. 20, the processing means such as those of the vehicle can consider that the speed The actual average of the vehicle changes little, and is equal to the average speed 5, on each base period 1. The elements 2,3,4,5,6,7 are found in Figures 21 and 22.

  Elements such as the average speed 5 according to FIG. 20 will be better understood by observing that the vehicle processing means temporarily store in their storage means all the data necessary for the calculations, among other things the calculations of the average speeds. Thus, according to FIG. 20, the average speed 6 of the PER1 period can not be calculated until the last speed sampling for this period has been performed, which can take place when the vehicle crosses the PER1 and enters PER2. Similarly, the calculation of the second order average speed such as 5, which relates to several first order average speeds such as 6, can take place only when the vehicle has traveled all the corresponding periods, and is in a period such as PER4. It will be understood that the storage means of the vehicle store the locating elements necessary to be able to affect the average speeds calculated at locations and corresponding path portions.

  Advantageously, it will be noted that the representation of the evolution of the actual speed VITR of VI according to FIG. 20, period of time per period of time, can also be represented as the traveled path element per traveled path element, the entire path being linearized according to FIG. 26. Thus, according to FIG. 25, a path segment traversed by the vehicle V1 during the PER1 period may be such that the path between the points A and B, and may measure a length AB FIG. will advantageously observe according to FIG. 26 the sampling 3 of the real speeds VITR, distributed according to the periods such as PER1, PER2, or distributed according to the linearized distances traveled during these periods, such as AB, BC.

  Another particular implementation of the invention may be such that the path elements selected for the calculations all have the same length. According to FIG. 25, such segments can be AB 1, B1C1, CID. According to FIG. 27, these path elements are represented linearly, the period of time necessary to traverse for example AB I being such that PER1. On SOFIDE Group SCA Capital of 2.349.800 F Pierre Sémard street 27932 GRAVIGNY CEDEX Tel: / 06.13.08.25.62 / 02.3238.47. 76 / SIRET: 347 908 139 00012 APE: 652 E FR 64 347 908 139 Page 20 of 41 will observe that, in this optional form of the invention, it is the periods of travel time that vary, and no longer the length of time. segments traveled for periods of equivalent duration.

  For a more in-depth understanding of the invention, it will be noted that the labels such as PER1, PER2 designate the transit times of a vehicle on a track, on defined path portions. The means for storing and calculating a vehicle may make it possible to always know which location corresponds to a datum such as a sampled actual speed, or a calculated average speed, since they can store or calculate whenever necessary. geo-location of a sampled or calculated datum, ie for example the longitude and the latitude of the vehicle when this datum has been calculated.

  It should also be noted that for two vehicles traveling in the same path segment, the basic elements of the measurements are in general different. For such a case, reference will be made to a description such as that of FIG. 29.

  According to FIG. 21, it is possible to observe variations of the instantaneous speed VITR that are greater than in FIG. 20, but that remain contained within limits 7, ie P6 according to FIG. in Figure 20, the speed is considered stabilized.

  According to FIG. 22, the instantaneous speeds go beyond the limits 7. The processing means can consider that the real speed of the vehicle is such that it is not stabilized. It will be noted that the calculation means can take into account criteria other than the instantaneous speeds, such as the average speeds 6.

  According to FIG. 23, the average speeds 6 can no longer define a stable average speed thanks to slight variations of the speeds 6 with respect to 5. According to this figure, the variations of the speeds 6 are important around the calculated average speed.

  In such a case, the invention is characterized in that the calculation means can calculate average speeds over periods or variable path segments. Thus, according to FIG. 24, the storage means of a vehicle storing the geographical positions of intersections such as P2, P3 on a path such as P1P4, the calculation means can calculate the average speeds on PIP2, P2P3, P3P4, data that may be relevant for route optimization calculations. Data such as the average speed on P2P3 can be calculated by the calculation means from the automatic measurement of the distance traveled P2P3, and the time taken to go through it.

  The invention will be better understood by noting that the method for calculating average speeds and associated alerts described above is only a particular application of the invention. Thus, the average speed according to a figure such as 20, calculated by the calculation means from the speed averages of each base period, can be calculated from each speed sample such as 3. Likewise, the 7 according to a figure such as 21, can be defined from statistical calculations on the instantaneous speeds, and represent a function of the standard deviation obtained.

  Another particular mode of calculating a speed stabilized by the vehicle processing means may be similar to that of the unstabilized speeds, and such that, according to FIG. 20, the measurement of the distance traveled between two points such as A and B of the current path, the measurement of the corresponding time, and the calculation which results from the speed on the portion AB. The calculating means can select points such as A and B from commands added to those described in FIG. 19, such as measurements every 500 meters, or use other methods providing this type of result of less precision by relative to the foregoing description, when for example this lower order accuracy is considered sufficient.

  According to FIG. 28, which will advantageously be compared with FIG. 20, and which takes again the labels 1,3,4,5,6,7, PERI, PER2, PER3, PER4, VITR, the sampling of the real speeds of FIG. a vehicle V1 extends over the periods PER1 to PER9.

  It will advantageously be noted that the average real speeds calculated by the system may be such that VIT1, VIT2, speeds retained as stabilized over the corresponding periods, the storage means storing a speed such as VITREG as a regulatory speed on the corresponding path segments.

  It will be noted again that, according to the general application of the invention, a speed such as VIT1 can be calculated by the calculation means of V1 only when the speeds of the corresponding periods could be sampled. Thus, the vehicle V1 can be in PERS, a period subsequent to the periods such as PER3, PER4, when its means of calculation indicate the value of VIT1.

  SOFIDE Group SCA Capital of 2.349.800 F Pierre Sémard street 27932 GRAVIGNY CEDEX Tel: / 06.13.08.25.62 / 02.32.38.47.76 / SIRET: 347 908 139 00012 APE: 652E FR 64 347 908 139 Page 21 of 41 According to the FIG. 29, and the above description, the actual average speed VIT stored by means such as those of a CSUP supervision center, at a given instant, for a part of the given path, can be such that calculated by the calculation means of CSUP from the calculations made by the means onboard several vehicles, such as V1, V2, V3.

  According to this figure, the calculations made by the on-board means may not be synchronous. Thus, the first sampling performed by the VI means can take place in the DEB1 schedule, such as the start of VI, the first sampling at V2 can be in DEB2, and that of V3 in DEB3. According to FIG. 29, DEB 1, DEB 2, DEB 3 may be different, a particular application of the invention being that, according to the figure under consideration, the duration of the sampling periods is identical for all the vehicles. For a better understanding of the invention, it should be noted that a value such that PER1 can designate a duration such as 3 minutes, and not a time such as 25/02/02 13:30 to 25/02/02 13 h 33, and that PERI for V1 or for V2 may mean the first sampling period for each of the vehicles, regardless of the start date and time of sampling, which may differ. However, it will be understood that the purpose of the calculations being to deliver a mean speed at a given moment, at a given location of a route, the vehicles such as V1, V2, V3 may be in the vicinity of each other, at the moment of the calculation.

  Recalling that the processing means may systematically associate an event with its location and the corresponding schedule, the invention will be better understood by noting that, according to FIG. 29, the actual speed VIT on a path segment such as AB can be a combination, such as the average, actual VITR1, VITR2, VITR3 speeds of each of the vehicles during their passage AB, this combination can be performed by the calculation means of a supervision center.

  According to FIGS. 28 and 29, the invention will advantageously be understood by noting that the approximation introduced into the calculation of average speeds by such an asynchronous method may be a negligible approximation. Thus, according to FIG. 28, when the calculation means are based on a sequence such that PER2, PER3, PER4, instead of PER1, PER2, PER3 to calculate an average speed, the speeds obtained may not be exactly the same, for the elements of the path concerned, but this has little consequence in triggering a possible alert.

  Similarly, according to FIG. 29, the respective positions of DEB1, DEB2 and DEB3 may have an influence on the value of the calculated speed, but the differences obtained remain negligible. It will advantageously be noted that at least one other approximation factor is involved, which is unavoidable even when the calculation means perform synchronous calculations. Thus, according to this figure, the VITR instantaneous speed profiles of the vehicles V1, V2, V3 are generally different for the same part of the journey, while of course remaining within the limits 7, since the average speed described VIT is a speed as stabilized.

  According to FIG. 30, a characteristic of the invention consists in that the storage means can not only store a real average speed VIT for a vehicle traveling during periods such as from PER1 to PER7, but also the elements that have served the calculation means to calculate VIT.

  Thus, according to the same figure, a first level of detail ZOOM1 can be stored, which shows periods of stabilized speed, on the one hand between periods PER1 and PER4, then between periods PERS and PER7.

  Using the same figure, a level according to ZOOM2 detailing the stabilized average speeds of ZOOM1 and then a ZOOM3 level detailing the stabilized velocities of ZOOM2 will be usefully observed.

  According to Figure 31, a vehicle V1 can move in the direction S on a path P 1P8, upstream of a DEBRAL slowing down to occur.

  According to FIGS. 31 and 32, a characteristic implementation of the invention may be such that V1 initiates a slowdown such as 25 km / h in PDEBRAL. The means of the vehicle can alert by sending ENV time Ti the CSUP supervision center. This slowdown may be as caused by an accident in PDEBRAL. The path P1P8 can be such that each of its segments is characterized by an initially planned speed of 110 km / h. According to Figure 32, other vehicles Vi can follow V1 on its way.

  According to FIG. 33, and according to the description, the slowdown has repercussions on the vehicles V2, V3, V4 which follow V1, whose warning means can also alert the supervision center, by transferring data such as their actual speed, and their position. The vehicle V2 can transmit its new speed such as 25 km / h at time T2 = T + 5 minutes, V3 at time T3 = T + 10 minutes, V4 at time T4 = T + 15 minutes, the speeds of V3 and V4 can be such as 25 / km / h. According to figure 33, other vehicles Vi circulate between V1 and V4, their speeds being able to be such as that of the slowdown, 25 km / h, and a SOFIDE Group SCA Capital of 2.349.800 F Pierre Sémard street 27932 GRAVIGNY CEDEX Tél: The vehicle follows V4, without being affected by the deceleration. It will also be noted, according to the same figure, that V1 has continued to move towards P8, the current event being a slowdown and not a stop.

  According to FIGS. 32 and 34, it will advantageously be noted that the supervision center can be informed, at the time T + 1 5 minutes, that the slowdown now begins at the RALD position of the path, position occupied at this instant by V4. It will be understandably understood that, during the 15 minute delay, VI may have continued to move at the reduced speed of 25 km / h, and that this speed may be the new speed reference retained by the supervisory center for the RALD portion RALF. A particular situation of application of the invention may be that, in RALF Figure 34, V1 found the usual reference speed for the journey, or 110 km / h here.

  According to the knowledge of the skilled person skilled in road traffic, a so-called equilibrium regime can be established, which causes a lasting slowdown of RALD at RALF, at 25 km / h, during the entire period in which the cause slowdown in PDEBRAL persists.

  According to Figure 34, there will be observed between V1 and V2 a distance DIST1, such as 120 m, between V2 and V3 a DIST2 distance such as 250 m, and between V3 and V4 a distance such as 40 m. This characteristic of the invention will be better understood by referring to the parameter P12 according to FIG. 19, and noting that the means for calculating a vehicle having an alert to be transmitted to CSUP make sure that the preceding vehicle having transmitted an alert is such that at least a distance P12. Thus, the vehicles Vi Figure 33, whose speed may be such that that of V2, V3, could have transferred an alert, which they do not because they do not meet the criteria imposed by P12, thus allowing the system a cost saving of transmission. It is advantageous to note the particular case of the vehicle V4 whose distance DIST3 with V3 is smaller than p12. The calculating means of V4 can calculate that V4 is the last vehicle entered in the deceleration, that there are no others behind it in the direction of Pl, and can thus determine that V4 is the RALD start of the slowdown. . This is why V4 can transmit, despite its short distance from V3, an alert to CSUP. According to FIG. 34, it will be noted that the reference speed on P 1P8 is such that REFV km / h, and that the speed inside the deceleration is such that VITR km / h.

  The means of the supervision center can thus transmit the exact position of the beginning of the slowdown, a data that may be important, such as in the case of a diversion alternative. This subject will advantageously be referred to a description such as according to FIG. 37.

  According to FIG. 35, which completes FIG. 34, the vehicle processing means can process a durable deceleration regime whose structure may be different. A cause of slowdown existing in DEBRAL, the vehicle VI which circulates at the speed VITR1 can present a slowdown in DEBRAL1, which brings it to the speed VITR. Its calculation means can compute a return to the speed VITR1 in FINRAL1. Similar events are calculated by the vehicle processing means V2, V3, V4, with respective initial speeds of VITR2, VITR3, VITR4, respective slowdown starts in DEBRAL2, DEBRAL3, DEBRAL4, and returns to the initial speed in FNRAL2, FINRAL3, FINRAL4. The evolution of the speed of the vehicles according to FIGS. 35 and 34 is advantageously compared to observe that FNRAL corresponds to FINRAL1 and DEBRAL to DEBRAL4.

  According to Figure 36, the vehicle processing means can calculate that a slowdown is not permanent but temporary. Thus, for labels similar to those of FIG. 35, it will be observed that in FIG. 36, V2 can regain its velocity VITR2 at a point FINRAL2 substantially upstream on P1P8 with respect to FNRAL1, an identical phenomenon being observed for FINRAL3 and FINRAL4 .

  It will be understood that, when the calculation means calculate a deceleration phase such as in FIG. 36, and / or that the travel time between the points such as DEBRAL1, DEBRAL2 and / or FINRALI / FINRAL2 is not important, the vehicle transfer means may not transfer alerts, since the incidence on the journey time may be low.

  According to FIG. 38, with the same labels as in FIG. 36, it will be possible to observe a type of deceleration close to that of FIG. 36, but where the respective speed regimes of the vehicles make it possible for the starting points of slowdown and of acceleration are at approximately the same location on the course. It will be observed as well as in FIG. 36 that the vehicle transfer means can economize on a warning transfer.

  According to FIG. 37, the vehicle V4 can leave the path P1P8 at Q1, within a RALD-RALF slowdown, in order to take a path QI-Q2. The measuring means of the vehicle V4 can measure an increase in the speed of the vehicle, which can go from 25 km / h to a speed such as 90 km / h on Q1Q2. It should be noted that this increase in speed may not cause an alert transferred to the supervision center. Thus, the speed repository, stored in the SOFIDE SCA Capital storage facility of 2.349.800 F Pierre Sémard street 27932 GRAVIGNY CEDEX Tel: / 06.13.08.25.62 / 02.32.38.47.76 / SIRET: 347 908 139 00012 APE : 652 E EN 64 347 908 139 Page 23 of 41 the speed limit on Q1Q2, and in this case DELTA_VIT according to figure 16 is equal to zero.

  According to FIG. 37, the initial speed reference can be such that 130 km / h on the path Q1Q2. In such a case, the calculation means of V4 calculate a DELTA_VIT equal to 130 - 90 is 40 km / h, and can transmit an alert to the supervision center. It will be remembered that the monitoring center may not take into account such an alert, in the context of a good application of the parameters P10 and P12 of Figure 19, in a case such as the need to obtain at least 3 identical alerts, from 3 different vehicles spaced at least 100 m, depending on the particular conditions used for the description.

  According to a figure such as 33, it will be remembered advantageously that a main feature of the invention is that only certain vehicles are retained to transmit the alerts by the vehicles on-board means, thereby saving transmission means. To obtain this transmission economy, the vehicle processing means may use a HF type transfer method, intended for transfers such as between vehicles.

  According to FIG. 39, the HF-type transfer means, embarked on board the vehicles V1 to V4, V1 and V1, can transmit to certain vehicles a non-emission instruction. This aspect of the invention will be better understood by noting that, according to this figure, when the transfer HF means V1 can transfer an alert ENV to the supervision center CSUP, because of slowing down, the HF means of Vl can transfer in the direction of any vehicle present a message MESS1, including data such as the position of VI. The calculation means of the other vehicles, when they receive MESS 1, can calculate the distance separating them from V1. When this distance is less than a value such that P12 is 19, for example 100m, the vehicles concerned, such as Vi between V1 and V2, may no longer intervene temporarily. According to this method, a vehicle such as V2 may be the first vehicle having as VI calculated a real speed equal to that of the deceleration of V1, and located at least 100 m from V1. According to this method, characteristic of the invention, the means of V2 can transfer to the supervision center an alert of the same nature as that transferred by the means of V1, and the same process occurs again. Thus, a vehicle V3, at least 100 m away from the vehicle V2, depending on the particular data considered, can transfer an alert to the supervision center.

  According to FIG. 39, it will be noted that the vehicle Vj subjected to the same deceleration as VI may not have received from the vehicle V1 a MESS instruction 1, for a reason such that a distance that is too great for the HF means used by VI. The means on board the vehicle Vj can then calculate that Vj is the last vehicle of the slowdown and transfer data characteristic of this situation to the monitoring center.

  According to the same figure, it will also be noted that V1 can transmit MESS1 in a multi-directional manner, according to the current characteristics of an HF emission, and that a vehicle Vi, situated downstream of V1 on P1P8, can also receive MESS1. . It will be understood that the means for calculating this vehicle, using its geolocation means, can calculate that, because of its position with respect to V1, MESS1 does not concern it, its means may not take into account MESS1.

  According to FIG. 40, on a portion of track such as AB, which may be a slowdown, the economy of means described above can also be characterized at the level of the shipments from CSUP. Thus, a V1 vehicle being such that having re-accelerated after the AB slowing down, its transfer means can transfer by a message MESS2 to other vehicles its new speed and geolocation. This data, which may mean that the end of the deceleration is in B, may have been communicated by V1 to other vehicles, such as V2 to V5, and Vi. Such a transfer can be carried out directly by the transfer means of V1, according to the same method HF. According to Figure 40, the vehicles up to V5 can be arranged at distances such that an HF network can be established between them, and that HF transfers can transfer the above data, without intervention of the monitoring center . The invention is then characterized in that the last vehicle involved in the path, V5, can transfer to the monitoring center a set of data, including the identifiers of all vehicles in the HF transfer chain, V2 to V5 and intermediate vehicles Vi. It will be understood that by this method, the monitoring center can then avoid transmitting the data from V1 to these vehicles, this data being already stored in their storage means. On the other hand, the CSUP supervision center can transfer this data to other vehicles that are not part of the above network, because they are too far away, for example. Vj can be such a vehicle.

  Advantageously, the invention will be understood by noting that the non-intervention of the means of transfer to CSUP of vehicles such as V2 is temporary and necessarily related to the nature of the alert transferred by VI. Thus, the means of Vi having calculated a slowdown to 25 km / h, the means of V2 may have to be in a similar situation to not intervene. In a case such as the calculation of a different speed, such as 45 km / h, the means of V2 can transfer an alert to the CSUP supervision center, even if V1 is only at a low distance such as 20 m .

  SOFIDE Group SCA Capital of 2.349.800 F Pierre Sémard street 27932 GRAVIGNY CEDEX Tel: / 06.13.08.25.62 / 02.32.38.47.76 / SIRET: 347 908 139 00012 APE: 652 E FR 64 347 908 139 Page 24 of 41 L The invention is characterized in that a transmission economy can be provided by a particular method in the storage by the storage means of the speed reference systems. According to this method, the storage means can always store for each segment of a roadway a reference called First Order, which can correspond to the regulatory speed reference. According to this same method, the storage means may store a second repository for each segment, called Second Order, which may correspond to the actual temporary speed, when it differs from the regulatory speed.

  According to FIG. 44, a POPE channel, on which a vehicle such as V1 moves, is such that its regulatory speed is VREG1PO, for example 130 km / h, another channel Q1Q2 such that its regulatory speed is VREG2PO, for example 90 km / h, a segment P 1 Q1 is such that CSUP has been alerted that the actual speed falls to a value VREG1SO, such as 50 km / h, which may have been transmitted by CSUP to V1 storage means. V1 is such that its planned path PO-Q1-Q2 is stored by the storage means of the CSUP supervision center, accompanied by characteristics such as VREG1PO and VREG2PO, first order repositories, and VREG1SO, Second Order repository.

  According to the same figure, when the processing means of V1, on the segment POP I, calculate that the speed of Vl falls to a value VT1POP1, such as 90 km / h, whose difference with VREG1PO is greater than a value such as that P7 according to Figure 19, an alert transfer to CSUP can take place. According to FIG. 44, when the calculation means of Vi calculate that V1 continues towards A at the speed VT1P1Q1, ie 90 km / h, on P 1Q1, the transfer means can regularly transmit new alerts, signaling to CSUP, to the different positions occupied by V1, that the speed is VT1P1Q1, such as 90 km / h, and not VREG1PO, 130 km / h, nor VREGISO, such as 50 km / h. It will advantageously be noted that, between A and Q1, when the actual speed of V1 falls to 50 km / h and adapts to the temporary road conditions of this segment, this change in speed from 90 to 50 km / h may not causing alerts to CSUP, the V1 calculation means verifying that this speed for this segment is stored in VREG1SO, 50 km / h, in the storage means of V l.On will usefully understand that a main characteristic of the invention being to provide traffic information information to CSUP via vehicles such as V1, V1 does not have to transfer indications on the low speed in AQ1, since CSUP is already informed.

  It will also be understood that, according to FIG. 44, when the storage means of V1 do not store a second order repository for the segment Q1Q2, that is to say that the whole system is informed that the traffic conditions are normal, a speed such as VREG2PO, 90 km / h for example, Vl does not transfer any alert to CSUP from 50 km / h to 90 km / h in Q1, or again to the speed VTIQ1Q2 according to Figure 44. will be remembered advantageously that such a transfer would bring no additional information to CSUP.

  This characteristic of the invention will be better understood by verifying that, in a case such as a temporary reference frame VREG2SO for example at 100 km / h in Q1Q2, the change to Q1 of the actual speed VT1P1Q1 equal to VREG1SO, 50 km / h. h for example, at the actual speed VT1QIQ2 equal to VREG2SO, 100 km / h, does not cause an alert, but that if no VREG2SO had not been stored in the vehicle means for Q1Q2, a real speed of 100 km / h in Q1Q2 could have caused an alert, informing CSUP of traffic conditions not corresponding to any stored repository.

  It will thus be possible to check advantageously that the use by the processing means of first-order referentials, corresponding to the maximum regulatory speeds, supplemented by Second Order references, corresponding to the actual stabilized temporary speeds, may have the characteristic of rendering useless many alert transmissions from a vehicle, even in cases where significant speed variations are measured.

  According to FIG. 41, presenting the vehicles described in FIG. 39, a characteristic of the invention is that the ARRF point on the path P1P8 can symbolize a complete stop of the traffic, and no longer a simple slowdown. According to this figure, on the ARRD-ARRF portion, all the vehicles are stopped.

  The invention is then characterized in that the processing means of the supervision center control an alerting method using the commands according to FIG. 45.

  According to this figure, a group of G1 commands fly the on-board means on board vehicles, the SG1 subgroups controlling the Road Stops, SG2 the Road Stop Alerts, SG3 Stops at fixed points such as Traffic Lights , and SG4 Alerts for Stops such as at lights.

  Usefully commands P10, PlOa, PiOb, PlOc, ECH, P20, AEX, P60, P61, P62, having the same meaning as the commands of the same name, according to Figure 19.

  SOFIDE Group SCA Capital of 2.349.800 F Pierre Sémard street 27932 GRAVIGNY CEDEX Tel: / 06.13.08.25.62 / 02.32.38.47.76 / SIRET: 347 908 139 00012 APE: 652E FR 64 347 908 139 Page 25 of 41 -P 1: control characterized in that, a zero speed having been measured for a vehicle, the calculation means must measure during the period P 1 a zero speed so that the stopping state of this vehicle is considered. Pl can be as 180 seconds.

  - P2: control characterized in that, a stop having been measured, the reference of the vehicle involved in ARRD Figure 41 can be stored in the vehicle storage means.

  - P3: control characterized in that, when P3 is "yes", the storage means of the vehicle can also store the vehicle position when storing a stop according to P2, and the corresponding schedule.

  - P4: control characterized in that, when the measured speed is less than or equal to P4, the vehicle is considered to be stopped. P4 can be such as 3 km / h.

  -P5: control characterized in that, for a stop is taken into account, it must gather P5 vehicles that follow each other, or are in the same location. P5 can be such that 3.

  - P6: control characterized in that, as previously seen for Slowdowns, only vehicles spaced at a distance of at least P6 can transmit alerts, for a given stop. P6 can be as 100 meters.

  - P7: control characterized in that, a stop having been measured, the reference of the vehicle involved in ARRF can be stored in the vehicle storage means.

  - P8: control characterized in that, when P8 is "yes", the storage means of the vehicle can also store the position of the vehicle when storing a stop such as P7, and the corresponding schedule.

  - P9: control characterized in that, a vehicle having the most upstream position in a set of vehicles at a standstill, the calculation means calculate that no other vehicle stops, around or upstream, during a delay P9. P9 can be as 1 minute. It is better to understand P9 by noting that the calculation means seek to verify that the vehicle concerned is the one that marks the beginning of the stop, V5 according to a figure such as 41.

  According to FIG. 41, which concerns a stop whose start is in ARRD, and the end in ARRF, it is possible to usefully transpose the description of FIG. 39 relating to a slowing down. V 1 is the first vehicle chronologically to be concerned by the stop, and represents the end ARRF of the stop in the direction of the traffic P1P8, V5 being the last vehicle entered in the stop, and represents ARRD.

  In the same way as for a slowdown, in the case of a total stop of the traffic, the last vehicle entered in the stop is always taken into account by the means of the supervision center. Thus, according to FIG. 42, the distance DIST1 between V1 and V2 can be 140 m, the DIST2 between V2 and V3 is 135 m, and the DIST3 between V3 and V4 is 40 m, even if P6 is 45 m. for value 100 m.

  - P50: command characterized in that stop alerts have been stored, they are transmitted to the monitoring center at a pace P50. P50 can be as 30 minutes.

  - P51, P52, P53, P54: controls characterized in that they have the same description as the P33, P34, P35, P36 commands according to Figure 19.

  - P31: control characterized in that, when the vehicle is stationary at a predetermined fixed point, such as a red light or a stop sign, it must remain at a standstill for at least a period P31 for this stop is taken into account by its means of calculation. P31 can be as 240 seconds.

  - P32, P33: controls characterized in that they have the same description as P2 and P3, according to the same figure.

  - P34: control characterized in that the stopping area is limited by P34, and that any vehicle upstream of the stopping point, in the direction of travel to this point, which is at a distance greater than P34 is not considered by the calculation means as connected to the fixed point. The invention will be better understood by noting that, in such a case, the vehicle is attached to the current traffic regime. P34 can be as 100 m.

  - P41, P42, P43, P44, P45: orders characterized in that they relate to the SG4 subgroup, and they have the same description as the orders of the subgroup SG2according to the same figure SOFIDE SCA Capital Group of 2.349. 800 F Pierre Sémard street 27932 GRAVIGNY CEDEX Té !: / 06. 13.08.25.62 / 02.32.38.47.761 SIRET: 347 908 139 00012 APE: 652 E FR 64 347 908 139 Page 26 of 41 According to Figure 43, where the the vehicles of FIG. 41 are found, on a path element POP1 there are two vehicles V6 and V7, attached to a monitoring center CS1, and a branch Q1 Q2 is available. Before an ARRD-ARRF stop, note the presence of a car park such as PARK.

  To better understand the interest of the important characteristic that one can accurately determine an event such as the start of a stop ARRD, it will be noted that calculation means such as those of CS 1 can calculate that V6 is on a segment such as POP 1, upstream of the start ARRD of the portion of the path where the vehicles are stopped, and calculate a route PO-Q1-Q2 that bypasses the stop ARRD-ARRF, and may allow V6 to to arrive in P8 possibly much earlier than if V6 continued towards ARRD-ARRF.

  Similarly, CS 1 can calculate that a vehicle such as V7 is at the time of calculation between P 1 and ARRD, and has no choice but to continue to ARRD. It should be noted that, in such a situation, CSI can transmit commands to V7, such as an order to stop on the PARK car park, located upstream of ARRD, to meet regulatory labor obligations such as an interruption. driving.

  According to Figure 46, the vehicle VI left the path P1P8, and stopped in PARK, parking area. A characteristic of the invention is that the measurement of its geolocation by the on-board means in V1 can be sufficiently precise for the calculation means to be informed that the speed reference of the segment P1P8 no longer applies in the position where find the vehicle. It will advantageously be noted that the V1 storage means can store a TYP_SEG datum associated with each vector element of the cartography, when the latter represents a traffic lane segment. For segments of the embedded vector map symbolizing PARK, TYP_SEG may have zero value, such as meaning a voluntary and normal absence of a reference frame, and the provisional end on such a segment of any processing related to the supervision center. The storage means may, conversely, store for the segments where the treatments take place, a value such as 1 for TYP_SEG.

  It will advantageously be noted that any zone located outside a traffic lane may be such that PARK, that is to say that the invention is characterized in that the means of the vehicle stop in such places the monitoring of the evolution of the speed of this one.

  According to FIG. 47, the vehicle V1 has stopped in BANDARR on the low side of the track corresponding to the path P 1 P8, for which the speed reference has a value such as 130 km / h. Contrary to the situation existing for PARK, according to FIG. 46, the on-board means aboard V1 may not be able to calculate, in such a situation, that V1 has in fact left P1P8. It will advantageously be noted that a neighboring case is such that a vehicle starting to run at a speed different from the reference speed on a segment, for reasons unrelated to traffic on the segment, such as a malfunction of its engine. .

  According to FIG. 47 and the preceding characteristics of the invention, it will advantageously be understood that V1 can transmit an alert to the supervision center in BANDARR, but that this alert may not be taken into account in this case by the latter. Indeed, the invention being characterized by the possibility of requiring several vehicles, these vehicle may be required remote from a certain value in case of slowing down or in case of stopping. Thus, the resources of the monitoring center generally have the necessary data to eliminate this alert which can be qualified as false alarm.

  According to FIG. 47, a feature of the invention consists in that the CSUP supervision center can transmit to the means of a vehicle V2, whose position is known to be on the same segment as V1, a request, requesting the means transfer it from him to transmit data such as its actual speed. It will be understood that, by this request, the supervision center can ensure that indeed the traffic is not interrupted on the P1P8 segment, despite an alert such as for stop transmitted by V1.

  According to FIG. 48, the segment P1P8 of the path can be divided in the direction of the traffic in two ways, one, CHANNEL 1, possibly corresponding to a normal circulation, with a reference speed of, for example, 130 icm / h, and another, VOIE2, which may correspond to a clearance path, with a reference speed such as 70 km / h. In such a case, the on-board storage means can store two sub-segments P1P8A and P1P8B different for the segment PIP8, PIP8A corresponding to a reference such as 130 km / h, and P 1P8B to a reference such as 70 km / h.

  According to Fig. 49, the invention is characterized in that a segment can be such as multi-channel. The invention is characterized in that the transfer of a real speed by the transfer means of a vehicle may include an indication of the direction of movement of the vehicle. This indication may be such that the approaching end, such as P2 for the vehicle V1 on the track CH1, the path being P1P2P3P4.On will usefully understand this feature of the invention SOFIDE Group SCA Capital of 2.349.800 F rue Pierre Sémard 27932 GRAVIGNY CEDEX Tel: / 06.13.08.25.62 / 02.32.38.47.76 / SIRET: 347 908 139 00012 APE: 652E EN 64 347 908 139 Page 27 of 41 noting that, in a vector map, a segment may be in double or multiple directions of traffic, and therefore, if an event such as a temporary stoppage of traffic occurs such as in ARRD-ARRF, it may concern only the track VOIE1, and leave free circulation other ways such as VOIE2, ROUTE3.

  It will be noted that, according to FIGS. 49 and 50, data transfers from a center such as a supervision center may only concern vehicles traveling on one of the tracks, such as VOIE. It will be recalled advantageously a feature of the invention, wherein the processing means can store data for selecting between the vehicles. Thus, considering that the traffic lane according to FIG. 49 is a P4P5 element of a path such as P 1 P6 FIG. 50, a means such as geo-localization, GPS for example, can make it possible to distinguish in the P4P5 segment the path VOIE2 figure 49, and thus the vehicles that circulate there. Another method may be such that the selection based on the direction of flow SENS2 is 49, SENS1 may be such that from P4 to P5, and SENS2 from P5 to P4.

  It will be remembered that public bodies, such as those of the European Communities, provide codes of descriptive standards, for road networks and events affecting them, or that vector mapping manufacturers can offer similar data, along with the data. purely geographical constituting the diffused vector cartography. Such data can also be used by the means of the supervision center, monitoring centers and vehicles, in the context of the invention, to define elements such as slowdowns, stops, special traffic conditions.

  A feature of the invention is that the data transfer to the vehicles, by the means of the supervision center, may be more accurate than in the description of a figure such as Figure 15.

  According to Fig. 50, data transfers to vehicles may be selective, for the purpose of minimizing the number of such transfers. Thus, when, in an area such as Z2, the means of the supervision center CSUP, or of a monitoring center CS1, have stored a new REFV speed reference for the portion AB of the path PIP6, the processing means can analyze which vehicles will be concerned, from storage in their means of storage of geolocation of vehicles. REFV may not be transmitted to V2 or V3, which are located in another zone Z1, if it appears that the intended path of these vehicles will discard them from P 1P6, and that they will not go to AB, zone Z2. According to the same figure, when V4 moves to P6 and has already passed AB, REFV may not be transmitted to V4.

  Advantageously, according to FIG. 50, it will be noted that the storage of all or part of the data necessary for the good management of zones such as Z2, for example REFV, and paths such as P1P6, can be achieved by the means of the supervision center. CSUP, and / or the means of a monitoring center such as CS1 to which a vehicle such as VI can be attached, and / or means of vehicles such as V1. It will be remembered that the storage means of at least one supervisory center such as CSUP can store all the first and second order reference speeds for each segment of taxiway, among other characteristics of these segments. The storage means of at least one supervision center such as CSUP can store the coordinates of the boundaries of the zones such as Z2, as well as data characteristic of all or part of the vehicles and paths.

  According to FIG. 51, numbers 1 to 6, all the data processed can be transmitted between at least one vehicle such as V1, at least one monitoring center to which V1 is attached, such as CS1, and at least one supervision center. such as CSUP, by means such as GSM, or as wired also between CS1 and CSUP, and / or between several supervisory centers and / or several monitoring centers.

  Thus, according to a particular embodiment of the invention, the storage means of a monitoring center such as CS 1 FIG. 50 may not store data concerning V1, such as its position at a given instant, or the path that he follows. According to FIG. 50, CS1 may be subscribed to any information transmitted by CSUP, by means such as a wired teletransmission link TT, since such information concerns a zone such as Z2. On receipt of any data of this type, such as REFV for AB, the computing means of CS1 can compute, by means of known geo-localizations, which are the vehicles whose list is stored in its storage means which are concerned, and identify V1. , CS1 may have previously calculated the path PIP6 provided for V1. The transfer means of CS1 can then transfer REFV to the calculation means of V1. It will be understood that in such a case, at least CS1 can be alerted by the VI means of the arrival of this one in Z2.

  According to Figure 52, in P4 the P3P4 segment ends with, or includes, a regulatory object such as a traffic light FEUROUGE, or any other regulatory object imposing an event such as regular stops of traffic, followed by the restoration of this one.

  SOFIDE Group SCA Capital of 2.349.800 F Pierre Sémard Street 27932 GRAVIGNY CEDEX Tel: / 06.13.08.25.62 / 02.32.38.47.76 / SIRET: 347 908 139 00012 APE: 652 E FR 64 347 908 139 Page 28 of 41 characteristic of the invention, according to this figure, is that the storage means of the vehicle VI can store data such as the position of FEUROUGE, and the normal stopping time at this point. When the calculating means of V1 calculate that a stop occurs in FEUROUGE, the on-board measuring means can measure the duration of the stop. When this duration becomes greater than a value such as the expected duration of the shutdown, ie P31 according to FIG. 45, the VI warning means can transmit to the monitoring center an alert indicating that an abnormally long stoppage occurs in FEUROUGE, the equivalent of ARRF according to Figure 43.

  According to FIG. 52, this characteristic of the invention will be better understood by noting that V1, a vehicle situated upstream of a portion of a path such as AVANTFEU, is not concerned by the management method known as "stopping at a traffic light "subgroup SG3, according to Figure 45. Indeed, reference is made to the description of Figure 45, and it will be noted that the AVANTFEU area corresponds to the parameter P34, and that therefore, the invention is characterized in that, at a point such as the location of V1 according to Figure 52, the circulation regime according to Figure 19 applies. In particular, the calculation means of V1 measure the difference between the actual speed of VI and the reference speed VITURB on this path portion.

  We will have a better view of the invention by observing that, apart from specific parameters such as those of FIG. 45, an abnormally prolonged stopping situation at a fixed point such as a red light causes the processing means to be treated. similar to a road stop, including the determination of an ARRF, in general FEUROUGE, and an ARRD, upstream of this point, control parameters similar to those in Figure 45, subgroup SG1 , which can be used by the processing means. According to the figure: 52 we can highlight another particularity of stops in urban areas, rarely encountered in the external environment, such as the frequent involvement of branches RUE1, RUE2, RUE3, RUE4, on which stop regimes can settle. In such a case, according to FIG. 53, the storage means of CSUP can store several ARRDs and several simultaneous ARRFs, it being understood that such stopping regimes can be established with or without the presence of FEUROUGE. According to the figure, the portions of the channels such as 1, upstream of the portions of the track involved in a stopping regime, can be at a fluid or idle speed. It will also be recalled that the CSUP storage means, in a situation such as that of FIG. 53, store, if necessary for each segment subjected to a stopping regime, a datum characterizing lavoie implied by this regime, for example the pathway. CHANNEL 1 to go from A to B, while a channel such as VOIE2, which can go from B to A, may be in a fluid circulation regime.

  It should be noted advantageously in this regard that the supervision center can define different traffic contexts, such as outside, urban off fixed stop point, fixed stop point in urban environment, and implement sets of parameters according to the figures 19 and 45, as described above or additional, specific to each context. Thus, in the case of stopped traffic in an urban context as can be represented in FIG. 52, the parameter defining the distance between two vehicles used to modify the reference frame may be 30 m, instead of a value such that 100 m for an outdoor context, such as traffic on a highway.

  According to FIG. 52, it will be noted additionally that, at a distance of FEUROUGE less than P34, FIG. 45, the supervision center can estimate that a single stop is acceptable. Thus, the onboard means of the vehicle V2 according to FIG. 52 can calculate that V2 has just stopped a second time in the AVANTFEU zone, the length of which corresponds to P34, and transmit an alert to the supervision center. By a method such as this one, or by any other method making it possible to obtain the same result, the CSUP processing means may take into account the fact that a slowing and / or abnormal stopping regime may have been established. at the point FEUROUGE figure 52, and thus alert the vehicles likely to be concerned by this data.

  It will advantageously be noted that the invention can be characterized, in a context such as urban, by successions of portions of paths whose reference speeds can have large variations, from one section to another, while presenting a regime stabilized speed inside each section.

  Thus, according to FIG. 54, and a path such as PIP4 whose regulatory speed is such that VITREG, the supervision center can store, for the portion P 1A, a reference speed VITURB 1 of 10 km / h, for the portion AB a reference speed VITURB2 of 50 km / h, for the BC portion a reference speed VITURB3 of 20 km / h, and for the portion CD a reference speed VITURB4 of 35 km / h.

  Additionally, it will be recalled that, as has been described above, the same taxiway segment may have several speed regulations, for a reason such as the type of the vehicle. Thus, a portion of highway has a regulatory reference of 130 km / h for automobiles, and 90 km / h for heavy trucks. In such a case, a feature of the system according to the invention is that, when the actual speed of traffic of automobiles falls to a value such as 105 km / h, only the means of vehicles whose speed exceeds the regulatory Group SOFIDE SCA Capital of 2.349.800 F Pierre Sémard street 27932 GRAVIGNY CEDEX Tel: / 06.13.08.25.62 / 02.32.38.47.76 / SIRET: 347 908 139 00012 APE: 652 E FR 64 347 908 139 Page 29 of 41 a speed such as 105 km / h can transfer alerts, so here cars. The means of trucks subject to a regulatory reference such as 90 km / h on such a track may intervene, alongside the cars, when the actual speed of the vehicles on a segment of this track becomes such that less than 90 km / h, by example 65 km / h, following an event such as a slowdown.

  Thus, it will advantageously be noted that the use by the invention of regulatory references, which is one of its main characteristics, provides a second important advantage, after the economy of means described in FIG. 44. It can be seen, according to the description above, that the use of these repositories allows the means of a supervisory center to use as informers vehicles whose regulatory speed on a given path segment is lower than the regulatory speed concerning other categories of vehicles.

  The invention is characterized in that the data transferred by the supervision center can be selected on the basis of the knowledge of the geographical position of a vehicle, by a method such as GPS.

  According to FIG. 50, when the vehicle V1 leaves the zone Z1 represented by the points S1S2S3S4S5 to enter the zone Z2 represented by the points S4S6S7S8S9S5, its notification means can notify this entry in Z2 to the supervision center CSUP. The invention will be better understood by noting that the storage means of the supervision center can store the indexes of each zone, such as Z1, Z2, Z3, accompanied by the geographical positions of the elements that characterize them, such as their vertices for polygonal zones. S1S2S3S4S5 for the zone Zl.The data characterizing the zones can be transmitted to the monitoring centers such as CS1, and to the vehicles, for the elements which concern them, thus allowing the means of these to know in which zone a given vehicle is at a given moment.

  A feature of the invention is that, when the alerting means of a vehicle alert the supervision center of a difference between the speed reference of a segment such as AB of a path P1P6 according to the same figure, and the actual speed measured, the transmitted data may include the position of the vehicle, and therefore the area that is concerned. The storage means of the supervision center can store a list of all the vehicles present in an area such as Z2, namely V1, V4 according to FIG. 50. A first method may be to transmit to all the vehicles present in Z2 the setting. day REFV for segment AB, excluding vehicles outside this zone.

  The invention is characterized in that the means of a supervisory center and / or at least one monitoring center can store the last known position of a vehicle, or a datum such as the last zone Z2 according to FIG. 50 where was the vehicle during the last transfer of data made by the means of the vehicle. It will advantageously be noted that during the initial commissioning of the vehicle means, or during their return to service after an interruption of operation, the vehicle means may signal the position thereof, or the zone such as Z2 where it located at the supervision center and / or at least one monitoring center.

  An optional feature of the invention is that the vehicle storage means may not store data concerning the regulatory speed reference of the segments of the traveled or to be traveled. In such a variant, which greatly limits the efficiency of the system, the vehicle calculation means can calculate a DELTA_VIT such as between the actual speed of the moment and that of the previous calculation, previously stored by the storage means. The vehicle warning means may alert the supervisory center and / or a monitoring center as soon as DELTA_VIT is greater than a predetermined value, and transfer the data concerning the new real speed. The central means may use for their treatments certain characteristics already described of the invention.

  It will be further understood a principal characteristic of the invention described above, which consists in the use by the processing means of speed standards such as regulations, noting that, in the absence of such regulatory reference, means such as those of the vehicle or the supervisory center do not have the possibility to identify that one of the actual speeds transmitted may constitute a speed violation.

  However, it will be remembered that the invention is mainly characterized by a cooperative and participative system based on a set of vehicles consisting of traffic information data sources to at least one supervision center, and that any data, such as the position of a vehicle or its speed, may be strictly confidential.

  A main feature of the invention is therefore that any data likely to present disadvantages for the driver of one of the vehicles must be immediately identified and removed by the processing means.

  Advantageously, it will be understood that a third characteristic use of the regulatory speeds by the invention is that this method can eliminate automatically and immediately any speed likely to constitute a SOFIDE Group SCA Capital of 2.349.800 F Pierre Sémard street 27932 GRAVIGNY CEDEX Tel: / 06.13.08.25.62 / 02.32.38.47.76 / SIRET: 347 908 139 00012 APE: 652E EN 64 347 908 139 Page 30 of 41 infringement. The invention will be better understood on this point by noting that, when the storage means of a vehicle store these regulatory references, any infringement of the speed can be immediately known, and therefore any trace erased without delay. Similarly, in a case where all the data is systematically transferred to a center such as a supervision center, the use by the central processing means of regulatory references makes it possible to immediately detect any infringement of speed, and to eliminate without data the desired data.

  It should also be noted that the necessary confidentiality of the data transmitted by the vehicles can cause the use of other types of repositories by the processing means than the speed repositories alone. Thus, the storage means can store repositories such as parking rules, allowing them to process such as erasing without delay any data that may indicate that a vehicle is in breach of parking.

  The invention is also characterized in that the means of a vehicle can store zone, date and path criteria for which this vehicle temporarily stops to intervene and to transfer data to the supervision center. In such a case, when a vehicle changes zone, its means of alert no longer warn the center of supervision. Or other events such as the transfer of a new speed reference by the supervision center no longer concern a vehicle that falls within the scope of these exclusion criteria. Such exclusion criteria may be used for reasons such as confidentiality or discretion already described, such as arrival near a delivery site, that a monitoring center may not want to be stored in means other than his own, or private journeys for which the driver does not want any dissemination of information. A zone exclusion criterion may be such that the end of any treatment as soon as the vehicle enters and remains in the zone Z1, according to FIG. 12. A path exclusion criterion may be such that the path T1, according to FIG. same figure, on which the driver may want his vehicle not to be taken into account. A date exclusion criterion may be such that the period from 01/07/02 to 31/07/02, which may correspond to the use of the vehicle for use such as a holiday stay, for a vehicle used the rest of the year for professional reasons.

  A feature of the invention is that the driver of a vehicle can be informed about all the data stored in the processing means of his vehicle, and / or transferred to a center such as a supervision center. Such a driver can thus verify for himself the strict respect of confidentiality rules that he wishes to impose, a verification means may be such that the display of the necessary data on a display means of the vehicle.

  According to the same discrimination method as that described in the context of the extended permanent speed control system, and in particular according to FIG. 12, the system can generate data transfer savings by employing a method such as the use of criteria of discrimination of areas, dates and routes, both for sending data to the supervision center, as for receptions from the latter.

  Thus, according to FIG. 50, the vehicle V5 can receive data only when it is in a zone such as REGION, provided that it is outside the zones such as Z1, Z2, Z3. In such a case, the storage means of the supervision center can store the characteristics of these zones, and the transfer means arbitrate the transfers as a function of the V5 position, known by a method such as GPS. The definition of the zones can be carried out in a place such as the supervision center, and / or in a place such as the means embarked aboard V5, which can then transmit the corresponding data to the supervision center.

  According to an identical method, the transfer means of a vehicle such as V1 can transmit data to the monitoring center under conditions such that only when the vehicle is inside Z2 or Z3.

  According to Figure 50, transfers can take place only if the vehicle is on the path PIP6. Other discrimination criteria could be transfers only during predefined periods. It will be remembered advantageously that the discrimination criteria can be combined, such as "authorized transfers only when the vehicle is in zone Z1, provided it is on the path PIP6, but not during the period from 01/02/02 to 15 / 02/02 ".

  It will advantageously be understood that this characteristic of the invention allows the means for processing actions such as an economy of means, in particular by limiting the number of transfers, each transfer having a cost. Thus, a vehicle V3 traveling from a point of departure to an arrival point, by a path P 1P6 FIG. 50, can request the means of the supervision center to transfer only the data concerning this path, and this to a way such as progressively, and only for the part V3P6, downstream of its position.

  Such a method, according to FIG. 55, can be used by vehicle VI to further optimize transfers. According to this figure, it can be known that between A and B, it is common to encounter strong slowdowns. V1, on the path P1P2P3P4, may require the supervision center to never transfer data to it, except when it enters or is in zone Z. On SOFIDE SCA Capital Group of 2349. 800 F Pierre Sémard street 27932 GRAVIGNY CEDEX Tel: / 06.13.08.25.62 / 02. 32.38.47.76 / SIRET: 347 908 139 00012 APE: 652 E FR 64 347 908 139 Page 31 of 41 will understand the invention noting that VI may have trap paths such as Q1Q2 desirable when a strong slowdown exists in AB, and that, to be able to divert, V1 must be warned in time, ie not too early, because between this moment and the arrival of V1 in A the slowdown can have disappeared, not too late, because it can then exceed the point Q1, beginning of the route Q1Q2 of diversion. Zone Z may have been defined for example by VI for this purpose.

  Other limitations allowing transfer savings may be to transfer data only when they relate to roads such as national, or highways, roads of lower categories such as departmental or viscid roads being discarded.

  Other limitations to save transfers may be pre-defined areas, such as the city of PARIS in the strict sense, or the Paris area, or the RHONE ALPES region.

  Other limitations may be the lack of transfer when the vehicle stops at a point such as a traffic light. Apart from the method already described, by which only a stop greater than a certain duration can give rise to an alert, the position of the fire can be stored in the central storage means and / or the vehicle, the transfer means after having taken knowledge of this data that can refrain from any transfer to this place.

  Other limitations may be such that the means on board a vehicle stop transferring or receiving data automatically, when the vehicle is located in an area such as PARK, according to Figure 46, PARK may represent any area in outside road traffic lanes.

  Other limitations may be data such as the direction of movement. Thus, an event such as a slowdown generally affects only one direction of traffic on a road with several directions of traffic. This is why the resources of a center such as a supervisory center may only transmit the information "slowdown" to vehicles traveling in the direction considered. It should be noted that the GPS means may not allow to reliably select these vehicles from all the vehicles present on the segments considered. In such a case, it will be remembered that the storage means can store, for each vehicle on a segment, the direction of movement of this vehicle.

  It will be remembered that the invention is characterized in that the transfer means of the supervision center can control the operation of the on-board means, such as the transfer by the vehicle means of the position at a given instant thereof. Similarly, the vehicle can impose the transfer from the data monitoring center such as the traffic characteristics on the entirety of a given path regardless of its presence on this path, or on the contrary only at the moment of its presence on this journey.

  The invention is characterized in that, in addition to the essentially automatic processes as described, transfers and displays on the display means of both the vehicles and the monitoring center can be made, with the possible origin of prior seizures. on means of seizure.

  Advantageously, this feature of the invention will be better understood, noting that, for the foregoing description, the driver of a vehicle may never intervene. As has already been described, a slowing of a vehicle V on a path may cause automatic sending by V to the supervisory center of an alert accompanied by the corresponding data. Then the supervisory center can transfer to all the vehicles to use this route a new speed reference, which can allow the on-board computing means to calculate events such as forecast delays to future appointments on the route, these delays causing in turn alerts vehicles to their monitoring centers. Consequently, the means on board the vehicle may have no display means or input means.

  Conversely, according to FIG. 56, an optional feature of the invention consists in that the onboard means can comprise PDA input and display means. According to FIG. 56, on board a vehicle V1, the driver grasps by means such as an ST stylus support on an ET touch screen, with prior selection of a SY symbol in a TAB symbol table displayed on a touch screen of a graphics tablet such as a PDA, a location such as BROU. BROU can be such that a point which has just been passed by V1, on the path T on which it circulates and which can be displayed on ET, where a dense fog layer hinders the circulation. It is useful to note that data such as BROU can also be called "Event", ie represent temporary elements such as a snowfall, ice, an object fallen on the roadway. It will advantageously be noted that permanent elements such as a traffic light signal according to FIG. 52 can also be entered in this way, and thus make it possible to complete, by a voluntary coordination and cooperation between the vehicles and the CSUP supervision center, FIG. 56, vector mapping used.

  SOFIDE Group SCA Capital of 2.349.800 F Pierre Sémard street 27932 GRAVIGNY CEDEX Tel: / 06.13.08.25.62 / 02.32.38.47.76 / SIRET: 347 908 139 00012 APE: 652E FR 64 347 908 139 Page 32 of 41 According to the FIG. 56, the transfer means of V1 can transfer to the supervision center CSUP the corresponding data, whose position of BROU, which CSUP can then transfer the necessary data to other vehicles V2 and V3 on the path T, upstream of V1, and getting closer to BROU. The on-board means aboard V2 and V3 can cause treatments such as an alarm intended to attract the attention of drivers.

  Referring to the foregoing description, it will be remembered that, when the respective positions of V1, V2, V3 allow it, direct transfers such as HF between these vehicles can take place, avoiding transfers from CSUP to V2 and V3. As already described, CSUP can be informed of these transfers by V1, by a transfer which may include, in addition to data specific to BROU, the identifiers of V2 and V3.

  The invention will be better understood by noting that voluntarily inputted data such as BROU, or any other data such as tracking data describes speeds and traffic conditions, may remain stored in the storage means of both vehicles and vehicles. of CSUP, and / or may be automatically erased, and / or may be erased voluntarily according to a method as described below. Likewise, this stored data can be used for actions such as statistics, or history. Such a history can be the monitoring of the evolution of the average waiting time at a fire, which can highlight a voluntary or involuntary change in its setting. Another history may be the highlighting of a portion of a path, such as urban, where the traffic conditions have permanently deteriorated, allowing the search and possibly the removal of causes once identified. Of course, such processing may also be performed by the processing means from the measured or automatically calculated data, according to figures such as 33, 59.

  It will be noted advantageously that the vehicle processing means or CSUP can directly erase a data such as BROU, according to the same method that allowed to enter this element. Thus, according to Fig. 56, a stylus tap on the displayed BROU symbol may cause the DELPR selection window to appear in Fig. 57, and selecting the YES button will erase BROU, with possible data transfer. corresponding to CSUP and / or V2 and V3, for equivalent automatic erasure.

  A feature of the invention therefore consists in the fact that the means on board the vehicles can allow voluntary actions on the part of the drivers such as seizing, storing, transferring, deleting elements likely to concern the monitoring of the traffic carried out by the center. supervision. Such actions, carried out according to the means described above, can considerably enrich the entire system, in a complete and economical manner.

  It will be understood that, according to FIG. 56, the processing means of a vehicle V1 having provided the system with the data making it possible to highlight a temporary event such as BROU, means such as those of another vehicle V3, presenting itself subsequently to the BROU position, and noting that the fog layer has dissipated, can carry out the deletion processing according to FIG. 57, and also cause an automatic action such as the deletion of the event from all the corresponding screens, more possibly an alert intended to attract the attention of the drivers concerned.

  A feature of the invention is that the input means according to Figure 56 can also capture events such as those calculated automatically by the vehicle calculation means. Such events can be such as slowing down, or stopping.

  According to FIGS. 58 and 56, an input stylus ST makes it possible to capture on a screen such as AND embedded on board a vehicle such as V1, points such as ARR, materializing a stop at a point of the path P1P6 traversing zones such as Z1, Z2. Such a point, can be displayed as a cross on AND figure 58, can be transferred to the CSUP supervision center, to then reach a vehicle such as V3. The invention will be better understood by noting that other data may be input by means such as a keyboard, such as the nature of the shutdown or its possible duration. Optionally, when the scheduled time of disappearance of an event such as the ARR stop is reached, ARR can be automatically erased from the storage means concerned, for example those of V1, by a method such as the action of CSUP means.

  According to FIG. 58, another type of input may be such that the RALD-RALF deceleration, which can be entered by the same method as ARR, at the level of the means on board the VI, and accompanied by other inputs, such as the likely duration of the slowdown, the actual average speed between RALD and RALF. As the data has reached CSUP, vehicles such as V2, V3 can be prevented.

  Advantageously, it will be noted that such inputs on an input means such as ET can enable calculating means such as those of a vehicle V1 to calculate an average speed of progression on a path, for possible transfer to CSUP according to the SOFIDE Group. SCA Capital of 2. 349.800 F Pierre Sémard Street 27932 GRAVIGNY CEDEX Tel: / 06.13.08.25.62 / 02.32.38.47.76 / SIRET: 347 908 139 00012 APE: 652 E FR 64 347 908 139 Page 33 of 41 Figure 58. Thus, the input means of a vehicle such as V3, located at a position such as A, can enter an event such as "start of calculation", in the form of a cross on AND at the location of V3, then seize an event such as "end of calculation", in a location such as B. It will be understood the invention noting that the computing means, using data such as vector mapping, can calculate the distance between A and B, then, V3 having exceeded B, calculate the average speed, from the time of parco it is measured by a means such as the on-board clock. Such an average speed can be used by the calculation means in the same way as the automatically calculated speeds, according to the description.

  It will be remembered that the on-board means can perform data capture as above in an automated manner, according to the description of a figure such as 20, where the processing means can measure at distances such as regular time schedules. passage, the calculation means then calculating the average speed between two measurements.

  Of course, the storage of seizures such as those of FIG. 58 by the on-board capture means on a vehicle may be automatically accompanied by the geolocation of the vehicle, provided by means such as GPS, and / or of the schedule, provided by a means such as the clock of the embedded means.

  A main feature already addressed of the invention is that means such as HF on board vehicles can limit transfers between these vehicles and a point such as a supervision center. This characteristic will be better understood below.

  According to FIG. 60, the storage means such as MEM_CSUP of the monitoring center CSUP, or such as FIG. 4 of a vehicle, or such as FIG. 5 of a monitoring center, can store data characterizing each vehicle at look at the opportunity to make transfers. Thus, for vehicles whose identification code can be stored in a CODE_V list of storage means, each vehicle code may correspond to a CODE_RECEP code characterizing the behavior that CSUP must adopt with respect to a vehicle, when a data may be transferred to it.

  Thus, for a vehicle such as VI, CODE_RECEP equal to 0 may mean that the vehicle must not receive any data, until for example the driver transfers to the supervision center the necessary authorization. CODE_RECEP equal to 1 may mean that CSUP must systematically transmit to the vehicle any data processed by CSUP. CODE_RECEP equal to 2 may mean that CSUP must transmit data only if it relates to the area where the vehicle is located, ZI according to Figure 50. CODE_RECEP equal to 3 may mean that CSUP must transmit data only if it relates to the path where find the vehicle, such as PIP6 figure 50.

  According to FIG. 60, a data CODE_ENVOI is associated with the code of a vehicle, such that 0 for example means that this vehicle does not transfer any data to CSUP, until the driver or a monitoring center indicates to the means of the vehicle to resume shipments.

  According to FIG. 60, it will be noted that the storage means of CSUP can associate to the vehicle code a zone CODE_M for CODE_MAITRE. CODE_M may be such that 1, meaning that the vehicle is said to be "Master" in exchanges such as HF, or such that 0, on the contrary means that the vehicle is "Slave". A zone such as CODE ME for CODE_MAITRE_ SLAVE is used to store a data such as Vl, which represents the "Master" vehicle of "Slave" vehicles such as Vil.

  According to FIG. 60, it will be noted that the storage means can store a zone such as CODE_HF, of value such as 0 or 1, a value 1 that can indicate to the transfer means that the vehicle is temporarily authorized to transfer data towards a center such as a supervision center, and a value such that 0 can indicate that this vehicle must not transmit data. This feature of the invention will be better understood in the following description, while noting however that a vehicle may be prohibited from transfer in a sustainable and voluntary manner, on command such as from the driver or a supervisory center, or may be prohibited from transfer in an automatic and temporary manner, on command such as from another vehicle, within the framework of a Master / slave relationship, as described. It will be better understood, according to this description, that CODE_HF does not duplicate CODE_ENVOI and CODE_RECEP.

  The invention is characterized in that the vehicle transfer means can transfer data between vehicles according to a method of HF network known as "DFV", ie Unstructured, Fugitive and Volatile network. Such a network is of a "deconstructed" nature because no vehicle is a priori designated as a master in transfers. It is of "Fugitive" nature because it disappears as soon as the transfer is finished. It is of "Volatile" nature because the vehicles evolve relative to each other, and a link can break, for a reason such that a relative distance of two vehicles too important. Another main feature of the invention is that the vehicle transfer means establish such DFV networks in cooperation with the vehicle location means, which calculate the position of each vehicle according to a discrimination criterion such as their path, or the area where they are at a given moment.

  SOFIDE Group SCA Capital of 2.349.800 F Pierre Sémard Street 27932 GRAVIGNY CEDEX Tel: / 06.13.08.25.62 / 02.32.38.47.76 / SIRET: 347 908 139 00012 APE: 652 E FR 64 347 908 139 Page 34 of 41 According to FIG. 61, and an event such as a RALD-RALF slowdown, a first type of DFV network can be characterized in that the vehicle V1 can be declared as master, and the vehicles V2 to V4, and Vil to Vi5 can be declared as slaves.

  A method for establishing an HF network between vehicles may consist in that, in a first step, a periodic transmission such as every minute of the means such as HF of a vehicle V1 makes it possible to produce a request to discover which are vehicles geographically located within the RHF range of the V1 emission. It will be remembered that means such as HF usable here have a range RHF generally limited, such as a few hundred meters. According to Figure 61, the vehicles V2 to V4, and Vil to Vi5 are within the RHF range.

  A second step is that, according to the description made and a parameter such as P12 Figure 19, vehicles such as V2, V3, V4 may be designated by their computing means as authorized to transfer data to a supervision center such as than CSUP. It will be remembered advantageously that this selection can be made on the basis of the knowledge of their geolocation, from means such as GPS, the distance between them being such that at least 100m.

  According to such a method, the intermediate vehicles such as Vil can receive the prohibition of transmission. It will advantageously be noted that, according to the invention, a vehicle is characterized as a master with regard to its action on other vehicles, and not with regard to its transfer capacity to a center such as CSUP. Thus, according to FIGS. 60 and 61, the storage means of V1 can store in the zone CODE_M the value 1, in the zone CODE_ME the list of all the other vehicles, and the zone CODE_HF the value 1. Symmetrically, the means of storage of the other vehicles can store in the zone CODE_M the value 0, in the zone CODE_E the value 1, and in zone CODE_ME the value V1. Moreover, the zone CODE _HF of the vehicles V1 to V4 can store the value 1, whereas the same zone for vehicles such as Vil to Vi5 can store the value 0.

  According to FIG. 59, it is thus possible to advantageously observe the characteristic transfer economy of the invention, by verifying that, on all the vehicles that can transfer alerts to CSUP, only the vehicles V1, V2, V3, V4 intervene.

  According to FIG. 59, a second DFV type transfer method may be such that a network is established, whereas among the V4 to V4 vehicles that are candidates for transfer, only V2 is in the RHF range radius of V1. According to this second method, in a first step, V1 becomes Master with respect to v1, Vi2, V2, the vehicle V2 being able to be characterized as the candidate furthest from V1 in the RHF range thereof. According to a second step, V2 can in turn behave like a master vehicle, and discover in its emission range the vehicles Vi3, Vi4, V3 which become slaves of V2. According to FIG. 60, it will be advantageously noted that the storage means can store two lists of data areas for V2, a first list LV1 where V2 is slave of V1, and a second list LV2 where V2 is said secondary master, with a vehicle such as Vi3 as a slave.

  According to this method, V3 then V4 can participate in the same way as V2 in the establishment of the DFV network in constitution.

  We will check advantageously according to a figure such as 59 Destructured Nature, Volatile and Fugitive network obtained. Thus, in a first step, for vehicles occupying the positions shown at a given instant, on a given portion of the path, in the absence of particular events, no transmission regime is established. According to a second step, in the presence of an event such as a strong slowdown affecting the figured vehicles, such as V1, Vil to Vi5, the system is characterized in that one or more alerts can be stored to be transferred. a supervisory center such as CSUP, so that it can for example alert other vehicles that may use this portion of the journey. In a third step, the first vehicle of the deceleration, such as V1, can alert CSUP. According to a fourth step, V1 whose storage means do not store at this time any data characterizing the presence of other vehicles, can issue a request for discovery of other vehicles. According to a fifth step, the network as described in FIG. 59 is set up, none of the vehicles concerned storing at the moment of the beginning of the constitution of the data network characterizing the surrounding vehicles, hence the unstructured nature of such networks, since no pre-established structure is stored in any storage means (mapping). In a sixth step, during subsequent transfers characterizing the further slowdown, two vehicles such as V2 and V3 may move away in such a way that the HF means of V2 can no longer be in contact with those of V3. set of the HF chain between V1 to Vi5 interrupting between V2 and V3; hence the Volatile nature of such a network, the means of the vehicles present producing new requests to restore if possible the HF link from V1 to Vi5. It will advantageously be noted that a vehicle hitherto slave between V2 and V3 can then become master, or that, in the absence of such a possibility of network recovery, two networks can be redefined, such as a first between V1. and Vi4, and a second between V3 and Vi5, the main feature of the remaining system is to transfer stored alerts to CSUP. According to a seventh step, in a case such as the disappearance of the causes of alerts, the vehicle storage means can SOFIDE Group SCA Capital of 2.349.800 F Pierre Sémard Street 27932 GRAVIGYY CEDEX Tel: / 06.13.08.25.62 / 02.3238 .47.76 / SIRET: 347 908 139 00012 APE: 652 E FR 64 347 908 139 Page 35 of 41 erase all traces of the network, for reasons such as data obsolescence. Such a network is so named Fugitive, because it is verified that its existence lasts only the time of the need for a transfer of alerts, and, moreover, in a geographically random place. It will be useful to understand this random geographical character noting that a new network can be reconstituted a few moments later, a few hundred meters from the one that just disappeared, with the same vehicles, or with others.

  This feature of the invention will be better understood by noting the numerous differences that exist with respect to a network building method such as GSM between mobile telephones, called "ad hoc" networks.

  Such networks consist in establishing a data transfer path between a mobile phone and a transmitting / receiving antenna, via a plurality of intermediate telephones, each of which can play the role of both receiver and receiver. transmitter.

  A first difference can be that the invention is characterized, according to the foregoing description, and according to the following, by the systematic use of a method of geographical discrimination of transmitters / receivers HF relay based on their geolocation, measured by a means such as GPS.

  Another difference is that the RF transfer means of the vehicles may have no data to be transmitted to the outside of the network itself, the only transmitted RF data being between the vehicles, for the establishment and maintenance of the defined local network.

  Another difference is that the Master / Slave relationship can have a number of levels that are not fixed a priori, and that depend only on the particular conditions of the moment when the network is established. Thus, according to FIG. 61, the range of the HF means of V1 is sufficient for all the vehicles to acquire the status of slaves immediately. The only selection which then takes place between vehicles such as V2, V3 and Vil, Vi2, is carried out according to criteria as described according to a figure such as 19, ie with the objective of minimizing the number of transfers to CSUP. According to FIG. 61, such a network may be such that of level zero. According to FIG. 59, the network that is established makes appear a first level master vehicle, V1, and second level master vehicles, such as V2, V3. Such a network may be such as level 2. The invention will be better understood by noting that this method of network construction is not limited to two levels. Thus, for reasons such as optimizing the processing means, the HF means of the first level master vehicle V1 can select a second level master such as V2, which V2 can in turn select third level master vehicles such as than V3, V4. In such a three-level network, the processing means V1 discharge on V2 the operation of the part of the network placed under the supervision of the latter.

  Another difference is that, according to FIG. 62, the number of levels can be such that 1. Such a network can be such that of level 1. Thus, the range of the HF means of V1 is insufficient to reach many vehicles upstream on the path, or the V1 processing means do not wish to take into account many treatments. In such a case, the vehicle Vil immediately upstream of V1, after receiving an HF transfer from V1, acquires all its master status, and looks for the presence of another vehicle immediately upstream of its position. . Such a vehicle may be Vi2, which continues the characteristic cycle of this process. It will then advantageously be noted that according to FIG. 62, a network is established step by step, up to a vehicle such as V3.

  According to this figure, vehicles such as V1, V2, V3 can store in their storage means data such as CODE _HF having the value 1, that is to say be selected by the system to transfer to CSUP data such as ENV . It will advantageously be noted that a transfer saving method may be such that V2 no longer transfers data directly to CSUP by means such as GSM, but transfers them by a means such as HF to a vehicle such as V3, which ensures thus to V2 a relay towards CSUP. According to FIG. 64, another saving method consists in that V2 and V3 transfer the data that their storage means allocate to CSUP to V1 by a means such as HF, and that V1 acts as a relay for V2 and V3 in direction of CSUP. Such sending ENV may include the data that the vehicles have to transmit, along with additional data, such as identifiers of the vehicles concerned. Thus, a vehicle such as V1 or a supervisory center such as CSUP, whose storage means can store all the data transferred, to CSUP such as ENV, or from CSUP, such as RECEP Figure 63, can then organize or routing the data contained in RECEP to destination vehicles such as V2, V3.

  According to Fig. 66, V1 being in master position, CSUP data transferred by CSUP to all vehicles can be transferred only to v1, which in turn, using its means such as HF, transmits them to vehicles it stores the list. It will be noted advantageously that the transfer of data from CSUP to the vehicles can respect the structure of the current DFV network. Thus, according to FIG. 59, where VI is in the master position, and a vehicle such as V2 in the secondary master position, SOFIDE SCA Capital Group of 2.349.800 F Pierre Sémard Street 27932 GRAVIGNY CEDEX Tel: / 06.13.08.25.62 / 02.32.38.47.76 / SIRET: 347 908 139 00012 APE: 652 E EN 64 347 908 139 Page 36 of 41 CSUP data such as RECEP figure 66 can be passed to vl, which transmits them to slave vehicles under his responsibility. , such as Vil, Vi2, and a second level master vehicle such as V2. In such a case, V2 can in turn transmit the data that is intended for slave vehicles under its responsibility, Vi3, Vi4.

  It will be noted that, according to FIG. 65, a transfer economy method as in FIG. 66, causing a vehicle such as VI to serve as a hub for all the data of all the vehicles received from CSUP, in a network such as as a first level, can also serve as a hub in a network of the same level, for all ENV data sent to CSUP by all vehicles. It will also be noted that, in configurations such as those described in FIG. 65 or 66, according to which a vehicle such as V1 serves as a concentrator for the other vehicles, the HF networks formed between the vehicles can be of any level, such as level zero, level one, level two.

  Advantageously, it will be remembered that such HF transfers have a cost that is generally zero or very low, and that they constitute one of the means of reducing expensive transfers such as GSM between the vehicles and an external destination such as a data center. supervision.

  For a better understanding of the invention, it will be noted according to FIG. 59 that the vehicle Vl being in the master position, the vehicles Vil and Vi2 can be qualified as the first level of HF transfer, and the vehicles Vi3 and Vi4 as second level, since it depends on V2 and not on V1 directly, the level number not being a priori limited within the scope of the invention.

  According to FIG. 66, of identical structure to that of FIG. 62, Vil appears as a first level of HF transfer, Vi2 as a second level, Vi3 as a fourth level.

  A characteristic of the invention is that the storage means of each vehicle on its level can store data concerning the upper level vehicles to which it is attached or inferior, which are attached thereto, such that V1 and Vi2 for V1 according to FIG. Such data may be the identifier of a vehicle, such as Vi2, its geographical location, such as longitude and latitude. The means of each vehicle can in this way, when a link breaks, reconstruct more quickly a path of the network, a link such that Vil - Vi2 - V2 can remain known by the means of Vil.

  It will advantageously be noted that the data defining the structure of an HF network, and / or the data transmitted to a center such as a CSUP supervision center, and / or received from such a center, can be stored in the data transmission means. storage of any vehicle, any monitoring center, any supervision center, involved in such transfers, or in such constitutions of HF networks.

  It will be remembered advantageously that an area of the storage means, such as CODE ME Figure 60, can store the code of the master vehicle on which depends a slave vehicle or secondary master, and / or the list of slave vehicles or secondary masters attached to a master vehicle.

  According to FIG. 68, it will be observed that the method of setting up the so-called "DFV" network can take place according to the following steps.

  According to step 1, a vehicle such as VM issues a network discovery request. Note that VM has no particularity compared to other vehicles, which can each issue at the beginning of the process such a request.

  According to a step 2, a vehicle V1 receives the request from VM, and responds to it, communicating data such as its code and its geographical position.

  According to a step 3, VM can not yet consider itself as master, and transfer to the supervision center CSUP data such as characterizing the network. Indeed, in step 2, V1 is not informed that VM has received its response, and therefore that the status of V1 has become a slave. In the absence of such certainty, V1 could itself launch a network building request, which would put it, if successful, in the position of master vehicle. Step 3 is that VM responds to V1, informing him that his slave position has been registered.

  The invention will be more advantageously understood by noting that the data transferred by CSUP are generally the same for all the destination vehicles, such as the RALD-RALF slowdown according to FIG. 34, or the BROU for "Fog" according to FIG. 56.

  The invention is characterized in that the state of the master vehicle can prevail over a division such as by zone.

  SOFIDE Group SCA Capital of 2.349.800 F Pierre Sémard Street 27932 GRAVIGNY CEDEX Tel: / 06.13.08.25.62 / 02.32.38.47.76 / SIRET: 347 908 139 00012 APE: 652 E FR 64 347 908 139 Page 37 of 41 according to FIG. 69, the master vehicle VM is located in zone Z2, and the vehicles V1 to V3, distributed over the two zones Z1 and Z2, are connected by a DFV network. Data such as a slowdown in RALD-RALF on the path P1P6, at the zone Z2, which can be transferred to VM by CSUP, can be communicated by VM to V3 which is still in Z1, but on P1P6, and in connection with RALD.

  The invention will be more clearly understood by noting that, in an inverse case such as the zone division taking precedence over the master vehicle state, a master vehicle such as VM according to FIG. 69 transmits data only to the vehicles of the area where it is located, such as Z2.

  The knowledge of the invention will be usefully complemented in its vehicle selection characteristic by criteria such as areas, noting that, of course, the object of the selection may not be unique. Thus, according to FIG. 69, particular commands can control the system so that all the vehicles of a list of several zones, such as Z1 and Z2, are simultaneously involved in transfers. Advantageously, the invention will be understood by noting that the methods of discrimination of zones, paths and dates described according to FIGS. 14 and 17 apply throughout their entire range.

  The invention is characterized in that it can employ other economic optimization processes, in addition to those already described.

  Thus, according to FIG. 69, the calculation means such as those of CSUP or VM can calculate whether it is optimum to transmit the above data to V3, or whether it is preferable to wait for V3 to enter the zone. Z2.

  Similarly, the method of selecting a master vehicle, when establishing an HF network such as DFV, and attachment to the master vehicle of the lower level master vehicles, or slaves concerned, can be done according to optimization criteria. Thus, such an optimization can be to retain, after all the requests have taken place, the vehicles which gather the maximum number of slaves around him. Another optimization could be to choose the main vehicles in such a way that there is the least possible number of vehicles remaining isolated, that is to say that will have to be contacted directly by CSUP. It will advantageously be noted that this optimization can be performed by the vehicle calculation means, and / or the monitoring means to which the vehicles are attached, but that the means of the supervision center can also intervene.

  Thus, it will be remembered that, among the data transferred, CSUP can have among others longitudes and latitudes of each vehicle entering a network type DFV. It will also be remembered that CSUP may know all other vehicles in a zone, since each vehicle transmits to CSUP its position as it enters an area. Consequently, it should be noted that CSUP can have all the elements to possibly provoke a re-definition of the master and slave vehicles, by optimizing data such as the economic cost of a transfer and then transferring to the vehicles concerned data such as the structure of the network momentarily defined.

  It will be recalled advantageously that the optimization methods described are only by way of examples, and are not limiting other methods that may be brought to use the invention.

  Thus, all or part of the treatments performed by the means such as those of at least one vehicle, and / or at least one monitoring center, and / or at least one supervision center, may be by any constituent means of the system.

  It will also be recalled that a data transfer method as described in FIG. 59 can be combined with a method of building an HF network as above. On the one hand, it will be recalled that, according to Figure 59, in a case such as a slowdown comprising many vehicles, it may be unnecessary to transfer from each vehicle to CSUP data describing this slowdown. The method consists in that it can make a selection of vehicles, spaced from a distance such as 100m, ie P12 figure 19, and that only the data of these vehicles are transmitted to CSUP, the data of the others being deemed to be similar . Such vehicles may be V1, V2, V3, Vi5. It will be remembered that a vehicle such as V2 is selected by the system as a speed measurement indicator on the segment traveled because its position is sufficiently far away from the vehicle in front of it. On the other hand, according to the same figure, it will be remembered that a vehicle such as V21 may be selected by the system as an HF relay because it satisfies a network establishment optimization criterion such as a optimum number of slave vehicles that can be supported, plus, of course, its position within the RHF range of the master vehicle it depends on.

* SOFIDE Group SCA Capital of 2.349.800 F Pierre Sémard street 27932 GRAVIGNY CEDEX Tel: / 06.13.08.25.62 / 02.32.38.47.76 / SIRET: 347 908 139 00012 APE: 652 E FR 64 347 908 139 Page 38 sur 41 This is why, according to Figure 59, V2 can combine the witness position with respect to CSUP for speed and relay for an HF network, but another achievement could be such that Vi3 in situation only of speed indicator for CSUP, and V2 in HF relay situation.

  It will be conveniently verified that, in the opposite direction, when the CSUP means transfer data to the vehicles of FIG. 66, the transfers are not made in a symmetrical manner. Indeed, in general all the vehicles present, such as V1, Vil can be concerned by the data coming from CSUP, such as BROU figure 56, whereas only a few are for the transfers towards CSUP, as witnesses for the speed .. It will be remembered advantageously that, according to FIG. 60, storage means such as those of V1 can store lists such as CODE_E for CODE SLAVE, CODE_MS for SECONDARY MASTER CODE, slave vehicles or secondary master of which it is the master as part of the temporarily existing DFV network. By a method such that the use of such lists, from one or more master vehicles, the transfer means of all secondary and / or slave master vehicles can be transferred to the data intended for them, such as RECEP figure 66. Of course, it will be noted that all types of network, according to Figures 59, 61, 65, may be affected by such lists.

  A feature of the invention is that the transfers can be effected by the use of additional processing means, allowing a result such as the further lowering of the economic cost of transfers.

  According to FIG. 67, zones ZONE_ECHO such that ZONE_ECOI, ZONE_ECO2, such as car parks placed along traffic lanes such as VOIE1, VOIE2, can comprise means ECO_HF such as ECO_HF1, ECHO_HF2 of transfer, such as HF, chosen for be inexpensive. The ECO_HF means can be connected to means of storage and processing MICRO_ECO, such as MICRO_EC 1, MICRO_ECO2, being able to be located in ZONE_ECO, and connected by connection such as filières LIAISON_FIL, for example 3,4, 11, much more economic GSM-type links, on the one hand the monitoring centers such as CS1, CS2, and on the other hand CSUP, a supervision center. It will be remembered that the monitoring centers can be connected to CSUP by such wired links, 1,2.

  The invention is characterized in that a vehicle such as V1 can be in a zone such as ZONE_ECH1, its embedded means can make it re-know by ECO_HF1 automatically. It will be noted that the means of the vehicle know permanently its geographical position, that its means of storage can store the position of ZONE_ECO1, and that, consequently, the on-board computing means can calculate that the vehicle has just penetrated in ZONE_ECO, or d 'get out. Another method can be such as the periodic sounding by ECO_HF1 of its surroundings, by a particular radio signal, which triggers a response of the means of any vehicle penetrating in ZONE_ECH1, or leaving it.

  According to a characteristic process of the invention, when the ECO_HF 1 means are aware of the presence of a vehicle such as VI on a zone ZONE_EC01, they can transmit this data by LAISON_FIL1 to CSUP, the means of CSUP transferring the data back stored in its means of storage, and intended for v l. The selection criteria may be such as those already described above. Such data may be the data characterizing a downstream RALDRALF slowdown, on a path, that borrows V1.

  Of course, data can also be transmitted by this means from V1 to CSUP, CS1 or CS2.

  This aspect of the invention will be more fully understood by noting that, in zones such as ZONE_ECOI, the transfer means may have to apply confidentiality and / or selection rules. Thus, in the direction of vehicles, the same transfer from CSUP may concern several vehicles present. However, certain vehicles may be excluded, for a reason such as the non-payment of an assessment entitling them to the service offered. Such transfers may be secured by a method such as coding data for a particular vehicle, using data such as the vehicle code itself. The on-board means of this vehicle storing this code that they are alone to know, the vehicle calculation means can decode the data, but the other vehicles present can not do it. Shipments to CSUP can be encoded by such a method, too.

  The financial settlements of such services can be carried out according to all the usual processes, such as pre-paid smart cards making it possible to control from the CSUP the state of a user account, collectors of money connected to a means such as ECHO_HFI, allowing to pay for each use transfers.

  The invention is characterized in that the speed reference systems such as SG Figure 8, stored by the storage means of the vehicle, can be used for the driver concerned permanent assistance driving. Thus, at any point of a path such as PIP8 FIG. 17, the on-board calculation means can calculate the difference between the actual speed measured by the measuring means and the stored speed reference for the part of the path concerned by the onboard storage means. The SOFIDE SCA Capital Group warning means of 2.349.800 F Pierre Sémard street 27932 GRAVIGNY CEDEX Tel: / 06.13.08.25.62 / 02.32.38.47.76 / SIRET: 347 908 139 00012 APE: 652 E FR 64 347 908 139 Page 39 of 43 can alert the driver in case of non-regulatory deviation, and / or, more advantageously, anticipate a non-regulatory deviation, and pre-emptively alert the driver.

  This feature of the invention will be better understood by noting that the on-board calculation means can, from the position at a given instant of the vehicle on its path, of its direction of travel, of the knowledge of the regulatory speed on the portion immediately following the journey, calculate that the vehicle has no choice but to brake to bring its speed to the limit allowed on the part of the path immediately in front of the vehicle.

  It will be understood that, by simple calculations from the data stored in the storage means as previously described, the calculation means, calculating that a vehicle traveling at 130 km / h must address according to its speed of the moment a limited section at 90 km / h, and measuring that this section is located at 3000 meters, do not indicate the means of alert to alert the driver. Advantageously, the measuring means measuring that the vehicle is more than 100 m from the section limited to 90 km / h, and that the speed is still 130 km / h, the calculation means can calculate that the vehicle does not can no longer reach 90 km / h without braking, and the warning means can alert the driver that he must brake.

  The calculation algorithms above can be varied, such as the use of simple rules of three, from the data indicated above.

  Alternatively, the onboard display means may continuously display data useful to the driver, such as the speed of the moment, 130 km / h above, the near future speed limit, 90 km / h above, and the distance remaining at browse, the alert means that can generate various alerts, such as sound, or visual with flashing the figure indicating the future limit speed.

  A feature of the invention is that the on-board means can, upstream of a bifurcation for example, measure that there is an uncertainty in the path of the vehicle, and in this case do not actuate alert. However, it will be remembered that the storage means can store the estimated path of the vehicle, the calculation means can thus trigger a possible alert wisely, when the speed such as 90 km / h above relates to a section towards which the vehicle is expected to head.

  A main feature of the invention is that it is immediately usable to help the driver in compliance with speed limits imposed, especially when they are accompanied by devices such as fixed speed cameras.

  Thus, the on-board means can store the longitudes and latitudes of the fixed speed cameras, accompanied by significant characteristics such as "direction PARIS PROVINCE" to indicate the direction of the traffic controlled at this point. The calculation means, as indicated above, can among other things alert the driver of the approach of a radar on a lower speed regulated portion than that of the section where it is at the moment, and especially as above, when the speed of the vehicle requires it to brake to achieve in the distance remaining to meet a new constraint such as the speed imposed lower than it is.

  The invention will be better understood by noting that its characteristics cover numerous variants with respect to the above description, such as a coupling with the driving means of the vehicle, for example an accelerator, thus freeing the driver of the servitudes inherent in frequent changes and unpredictable speed that can be observed on certain paths, whose logic is not always noticeable, and which constitute a real constraint for a driver as traveling on long journeys.

  It will also be understood that this main feature of the invention noting that the regulatory speed standards may be available before their commissioning, accompanied by their date of commissioning, and that the described system can avoid the driver the inconvenience of involuntary non-compliance with the regulations. Thus, in cases such as traveling on a known and frequently used route, a driver may easily not notice the establishment of a new limitation panel. The features of the invention can avoid this, the update of the data stored in the embedded means can be done automatically, before the commissioning of the traffic sign. and the new regulatory constraint will only trigger at the opportune date.

  A feature of the invention is that it can prevent the driver that various events uncontrollable by him do not unknowingly make him an offense.

  SOFIDE Group SCA Capital of 2.349.800 F Pierre Sémard street 27932 GRAVIGNY CEDEX Tel: / 06.13.08.25.62 / 023238.47.76 / SIRET: 347 908 139 00012 APE: 652E FR 64 347 908 139 Page 40 sur 43 Thus, the regulations It assumes that the driver is correctly informed about the speed of his vehicle, the authorities' tendency being to limit the tolerance of the device to an extremely severe minimum. However, it will be understood that the speed measuring devices provided by the vehicle manufacturers having no regulatory character, including the lack of control by a Service such as the Weights and Measures of a Ministry such as the Equipment, the absence of sealing prohibiting any intervention after the commissioning of the vehicle, these means of measuring and displaying the speed can seriously mislead the driver. There is nothing to prevent the speed displayed on the dashboard of the vehicle from being, for example, 30% lower than the actual speed, thus putting the driver in breach without any liability being imputed to him objectively.

  According to the description of the invention, it will be noted that such a case which can have serious consequences for the driver can be avoided here, the speed being able to be measured by the on-board locating means.

  Additionally, the onboard means calculating a difference between the speed obtained from the geo-location means, and a speed such as that obtained from the vehicle speedometer, can alert the driver of erroneous information delivered by his speedometer. .

  It will also be understood that the invention as described makes it possible to avoid other cases of involuntary infringement. Thus, it is not unusual to observe a lack of means for signaling the speed regulation, especially when the imposed speed obeys a logic not always noticeable by a driver having a long successful practice of driving. Such a case may be the presence of a single sign of the speed, or of widely spaced panels. It will advantageously be noted that in such a case, a driver may involuntarily not see the panel, for a reason such as a truck overrun at this location, the truck masking the panel at this time. As described, the invention can prevent the driver an offense, the repository stored by the vehicle storage means for the embedded computing means to automatically take the regulatory speed of the Iieu, regardless of the visible or not visible panel.

E / Variants.

  Alternatively, the invention is characterized in that several supervision centers can intervene, these centers being able to mutually transfer data.

  Alternatively, all automatic data processing methods can be manually controlled, and all manual processes can be automated.

  In a variant, the invention is characterized in that the vehicles can transfer and process traffic information data, such as the real speeds on a path segment, without using the means of a supervision center.

  Alternatively, the invention is characterized in that several events can be concomitant, at a point of a path, such as the presence of fog, at a point where otherwise occurs a stop.

  In a variant, the invention is characterized in that events may have denominations and / or modes of implementation governed by standards, such as European standards.

  As a variant, the invention is characterized in that the erasure of data such as events or speeds can be controlled by the vehicle processing means, and / or centers such as supervision or monitoring centers, and / or any other means.

  As a variant, the invention is characterized in that any data processed by the system processing means may originate from vehicle processing means, and / or from centers such as supervisory or monitoring centers, and / or any other way.

Claims (10)

F / Claims.   A system for producing data relating to traffic such as road, at least one vehicle, such as a road transport vehicle for goods or passengers, characterized in that the vehicle can be controlled by at least a monitoring center, the vehicle and / or the monitoring center being controlled by at least one supervision center. The invention is characterized in that it comprises means of measurement with respect to speed reference, calculation, notification, alerts, transfer control and storage, embedded in the vehicle and present in the center of supervision and / or monitoring centers, supervision and / or monitoring centers that can remotely control the on-board means of the vehicle. The system is characterized in that the supervision center, the monitoring center and the vehicle can comprise display and input means such as FIG. 2 or FIG. 56. The system is characterized in that the means for vehicle alert, in combination with the other onboard means and with reference data lists stored in the storage means, produce alerts such as significant variations in traffic speeds, which can be transmitted to the supervision center. A main feature of the system is that the storage means store speed references corresponding to the authorized speeds on the routes traveled, and alerts are calculated by comparing the actual speed of a vehicle with these regulatory standards.   2- System according to claim 1, characterized in that the transfer means between the supervision center and the vehicle use a means such as GSM, characterized in that it is available for most transfers concerning a vehicle on its way , regardless of geo location.   3. System according to claim 1, characterized in that the transfer means of a vehicle comprise a means such as proximity HF, transferring low cost data in a limited range of action.   4. System according to claim 1, characterized in that the transfer means such as HF, in combination with the vehicle storage and calculation means, can establish local networks destructured, fugitive and volatile.   5. System according to claim 1, characterized in that the means of the supervision center use the means of the vehicles as means of permanent information on the state of the circulation, or the events concerning the circulation, on the way where circulates the vehicle.   6. System according to claim 1, characterized in that the speed standards are regulatory standards, transmitted directly to the supervision center by organizations such as official bodies, or indirectly through the characteristic data of vector databases usually used by geolocation processes.   7- System according to claim 1, characterized in that the speed reference frames are second-order references, consisting in that the real speed of a vehicle on a path segment at a given instant is stored by the means of the center supervision as the current repository.   8- System according to claim 1, characterized in that the calculation means of the vehicle calculate a first level average speed, from the actual speeds sampled by its measuring means, and that this average speed is said to be stabilized when its variations are within a predefined range.   9- System according to claims 1 and 8, characterized in that, when the average speed calculated at a vehicle varies outside a predefined range, the average speed is said to be unstabilized, the calculation means of the vehicle calculating an average reference speed on long path segments.   10- System according to claim 1, characterized in that the input means on board the vehicle can enter events adding to the data automatically calculated by the onboard calculation means, and that these events can be transmitted to the center of supervision. -