FR2865841A1 - Motor vehicle e.g. road transport vehicle, monitoring system, has station control room including transfer unit to transfer vectorial form of cartographic data to random access memory embedded in vehicle and wirelessly controlled by room - Google Patents

Abstract

The system has a station control room including a transferring unit that transfers vectorial form of cartographic data to a RAM (14) of a server embedded in a motor vehicle (12). The RAM is wirelessly controlled by the room. The vehicle has a computer including a measuring unit (24) to measure gap between a route card (16) and position of the vehicle. An alarm activating unit is activated by the measuring unit.

Description

Patent application.

  Title of the invention: Controlled information system, between Vehicles and a Monitoring Center, for the provisional monitoring of Rendez Vous, with details of the means of treatment Preamble: This request is a direct request of the SOFIDE Group, and corresponds to the synthesis of the descriptive file of the innovation. It will eventually lead, at a later date and if necessary, to final formatting by a patent and industrial property consultancy, for a re-deposit.

  The present invention relates to a system for monitoring at least one vehicle.

  More specifically, the invention relates to a surveillance system of the type comprising a device for determining the positioning of the vehicle at a given moment.

  Such a system is known that applies to monitoring a set of buses.

  Generally a bus traveling along a predetermined route communicates every minute by high frequency radio waves its positioning at a central office. This central comprises information relating to the route taken by the bus, to a location of all stops along this route and to the speed of movement of the prejudiced bus along this route. In addition, it comprises means for transmitting information to panels, indicators of the arrival time of the next bus, located in these bus stops, so that the system is able to update these panels.

  However, such a system is not suitable for monitoring a set of delivery vehicles whose task is to deliver expected goods to meeting places along their route.

  The invention aims to create a surveillance system capable of effectively monitoring this type of vehicle.

  The subject of the invention is therefore a surveillance system of the aforementioned type, characterized in that it comprises means for storing a list describing the intended path of a vehicle, this list being able to be such that the file of the arcs of 'a trip, the result of a route calculation between two or more points, or such as the arcs file of the roadmap resulting from the same calculation, this list being accompanied by a list of rendezvous points on this route, and in that it comprises means for measuring a difference resulting from the comparison between the positioning of the vehicle at the given moment and the file of the arcs of the path or the waybill, and means of triggering an alarm according to the measured difference. The invention is characterized in that the calculation means make predictive calculations, in that a possible gap can be known long before the actual passage of the vehicle to the rendezvous point concerned. The processing means perform treatments for all the rendezvous points downstream of the vehicle on its way, and not only for the next first point. A characteristic of the invention is that the calculation means take into account, for their calculation, deviations of the current or forecast events, whatever their location on the path, when they are likely to influence the travel times of the journey. vehicle and respect for appointments.

  Thus, the monitoring system according to the invention allows a user to be informed and to react, when too large a gap is detected.

  The monitoring system according to the invention may further comprise one or more of the following characteristics: SOFIDE SCA Capital Group of 358 225 Euros - Pierre Sémard Street 27932 GRAVIGNY CEDEX Tel: / 06.13.08.25.62 102.32.38.47.76 / SIRET : 347 908 139 00012 APE: 652 E FR 64 347 908 139 Page 1 of 17 - the positioning determination device is loaded on board the vehicle, - storage means, the means for measuring the distance and the means of triggering the alarm are embedded in the vehicle; the system comprises a remote monitoring center, provided with processing means, including means for calculating, storing, transferring, and means for transmitting the alarm, from the vehicle to the monitoring center; the system comprises means for downloading an update of the file of the arcs of the path or of the waybill, from the monitoring center to the storage means of the vehicle; the file of the arcs of the path or of the roadmap furthermore comprises a set of variants that can be made to the route; the variants may be located along the route, in its vicinity; - The system may include means for processing a request to replace part of the route by one of the variants, this request can be issued by the driver of the vehicle; the route comprises a succession of path segments, each path segment including information on its length and the estimated speed profile of the vehicle along that segment; - The measuring means comprise means for measuring, at a given time, the difference between the scheduled time for a next meeting point of the list and the expected time of arrival of the vehicle at this point in time. appointment, estimated from the actual position of the vehicle on its path at the time of calculation, - the measuring means may further comprise means for detecting an abnormal path followed by the vehicle along the route, according to the evolution of the distance separating the vehicle from a next rendezvous point of the list, for a given duration; the measurement means may comprise means for measuring, at the given instant, the geographical distance between the positioning of the vehicle and the route; and the device for determining the positioning of the vehicle is a device for global positioning of the vehicle. GPS type.

  The invention will be better understood on reading the following descriptions, given solely by way of example and with reference to the appended drawings, in which: FIG. 1 schematically represents a monitoring system according to the invention; FIG. 2 represents a file of the arcs of the path or of the waybill for the surveillance system of FIG. 1; FIG. 3 is a geographical illustration of the file of the arcs of the path or of the waybill of FIG. 2; and FIG. 4 represents the steps of a monitoring method implemented in the system of FIG. 1.

  FIG. 5 relates to a method of controlling the vehicle with respect to a reference system such as a zone of relevance bordering the planned path; FIG. 6 relates to a predictive route and the mode of calculating the deviations with respect to rendezvous points; located in any way on the route, - figure 7 relates to a particular arrangement of an arc of the path, - figure 8 relates to a control panel of the monitoring center, for the control of the means on board the vehicle, Figure 9 relates to an additional representation of a predicted route and appointments provided on this route, - Figure 10 relates to parameters affecting the estimated times of the vehicle, - Figure 11 relates to storage by the storage means of the data vehicle on scheduled appointments, - Figure 12 relates to the use by the processing means of geographical areas, having an influence on the treatments performed by the processing means, - Figure 13 relates to the steps of the methods used by the processing means, for processing a scheduled time difference to a rendezvous point, - Figure 14 relates to the storage by the storage means elements characterizing an area. FIG. 15 relates to the tracking of the appointments from the file of the arcs of a roadmap, FIG. 16 relates to a method of calculating the estimated travel times, based on the use of a SOFIDE SCA Capital Group. de358 225 Euros street Pierre Sémard 27932 GRAVIGNY CEDEX Tel: 106.13.08. 25.62 102.32.38.47.761 SIRET: 347 908 139 00012 APE: 652 E EN 64 347 908 139 Page 2 of 17 Roadmap - Figure 17 is about the use of way points when using a sheet route for tracking appointments.

  The surveillance system of at least one vehicle represented in FIG. 1 comprises a server on board a motor vehicle 12. The onboard server comprises a RAM 14 comprising at least one file of the arcs of the path or the sheet of 16. This memory RAM 14 is associated with a computer 18 in which is implemented a monitoring method of the motor vehicle 12 which will be described later.

  The motor vehicle 12 further comprises a global positioning device, GPS type, allowing it to know its position in longitude and latitude at any time. This global positioning device is connected to the onboard server and locally transmits at every moment the positioning of the motor vehicle 12 to tracking means 22 integrated in the computer 18.

  These tracking means 22 access read and write to the RAM 14.

  The computer 18 further comprises means 24 for measuring a gap between the file of the arcs of the path or the waybill 16 and the positioning of the motor vehicle 12, these measuring means 24 being activated by the tracking means 22. .

  Finally, the computer 18 comprises means 26 for triggering an alarm, these triggering means 26 being activated by the measuring means 24.

  The embedded server is connected to a wireless data transmission network 28 by means of a modem 30.

  The monitoring system further comprises a remote monitoring center 32 in which a monitoring terminal 36 connected to the wireless information transmission network 28 is installed by means of a modem 34.

  The monitoring terminal 36 is configured to transmit information for updating the file of the arcs of the path or of the waybill 16, intended for the tracking means 22 of the computer 18, and for receiving alarm information from alarm trigger means 26 of the computer 18.

  It also includes map data comprising path segments and forming a conventional vector map, and a conventional operational search engine adapted to perform the calculation of an optimal route extracted from these map data.

  FIG. 2 and FIG. 3 show in greater detail the file of the arcs of the path or of the waybill 16 stored in the RAM 14.

  As shown in FIG. 2, the file of the arcs of the path or of the waybill 16 comprises, for example in the form of a data file, a route 40 comprising a succession of path segments 42.

  This route 40 may be such that the optimal route calculated by the monitoring terminal 36.

  Each path segment 42 is defined by first and second ends, a length, and a speed profile of the motor vehicle 12 along that path segment. Thus, it may comprise a first field 44 in which are stored the GPS coordinates of the first end, a second field 46 in which are recorded the GPS coordinates of the second end, a third field 48 in which is recorded the length of the segment of the path 42 and a fourth field 50 in which is recorded the assumed velocity profile of the motor vehicle 12 in this path segment.

  SOFIDE Group SCA Capital of 358 225 Euros - rue Pierre Sémard 27932 GRAVIGNY CEDEX Tel: / 06.13.08.25.62 102.32.38.47.761 SIRET: 347 908 139 00012 APE: 652 E FR 64 347 908 139 Page 3 of 17 The route 40 can therefore be in the form of extracting data from a conventional vector map.

  Thus, as shown in FIG. 3, the route 40 comprises, for example, a first path segment 42 between a point A, starting point of the motor vehicle 12, and a point B. In the field 44 of this segment of path are stored the coordinates of point A, ie Xa and Ya. The coordinates of the point B, Xb and Yb, are stored in the field 46, the distance between A and B, d (A, B), is stored in the field 48 and the assumed average speed of the motor vehicle 12 Vab is stored in the field 50.

  Route 40 also includes a second path segment 42 between point B and a point C. The coordinates of point B, Xb and Yb are stored in field 44 of this path segment, the coordinates of point C, Xc and Yc, are stored in field 46, d (B, C) is stored in field 48 and Vcd in field 50.

  Finally, the route 40 includes a third path segment 42 between the point C and a point D, the point of arrival of the motor vehicle 12. The coordinates of the point C, Xc and Yc are stored in the field 44 of this segment the point coordinates D, Xd and Yd are stored in the field 46, d (C, D) is stored in the field 48 and Vcd in the field 50.

  As shown in FIG. 2, the file of the arcs of the path or of the waybill 16 can comprise, also in the form of a data file, a set of bis routes 52, also constituted of path segments 42, such as the path segments described previously. These bis routes can therefore be all or part of the variants and modifications that can be made to the route 40, for example located along the route 40, in its vicinity, ie in a corridor along the route 40 Thus, in the event of disturbed traffic for example, part of the path segments 42 of this set of bis routes 52 may be required to replace all or part of the path segments 42 of the route 40.

  Finally, the path arcs file or the route map file 16 has a list 54 of rendezvous points 56, each rendezvous point 56 including a first GPS coordinate field 58 indicating its position and a second field 60 indicating a scheduled time for the appointment, ie the day and time, for example.

  It can be seen in FIG. 3 that these rendezvous points are, for example, points B and C, which are also ends of path segments. According to Figure 6, it will be noted that the rendezvous points may also be located at any point in a segment, such as PR1 on the P4P5 segment.

  According to this first particular embodiment of the invention, the list 54 comprises a first rendezvous point 56 at point B. The coordinates of the point B, Xb and Yb are thus stored in the field 58 of this first meeting point. you and the expected day and time of the arrival of the motor vehicle 12 at point B are stored in field 60.

  List 54 includes a second rendezvous point 56 at point C. The coordinates of point C, Xc and Yc are therefore stored in field 58 of this second rendezvous point and the expected day and time of the arrival of the motor vehicle 12 at point C are stored in field 60.

  A particular monitoring method shown in FIG. 4 is implemented by the computer 18.

  It comprises a first step 70 of calculating an optimal route 40 and loading the file of the arcs of the path or of the waybill 16 into the RAM 14.

  As indicated above, this calculation can be done by the monitoring terminal 36. It can be done before the departure of the motor vehicle, but can also be performed regularly SOFIDE SCA Capital Group of 358 225 Euros - Pierre Sémard Street 27932 GRAVIGNY CEDEX Tél : / 06.13.08.25.62 / 02.32.38.47.76 / SIRET: 347 908 139 00012 APE: 652 E EN 64 347 908 139 Page 4 of 17 the movement of the motor vehicle.

  Loading can be done by any appropriate means. For example, it can be performed by means of a file download from the monitoring terminal 36. This loading can be done before the departure of the motor vehicle, or give rise to a transfer, the vehicle being on its way.

  The succession of subsequent steps of this method may be periodically repeated by the computer 18, as long as the motor vehicle 12 has not fully traveled the route 40 entered in the arcs file of the journey or the parcel bill 16.

  Thus at a time t, during a step 72, the tracking means 22 transmit to the measuring means 24 the positioning information of the motor vehicle 12 obtained from the positioning device 20, the route 40 and a point of rendezvous 56 of the meeting point file 54, corresponding to the next rendezvous point provided on the route 40.

  Then, during a time difference computation step 74, using the information contained in the route 40, the next rendezvous point 56 and the geographical position of the motor vehicle 12 at the instant t, the means measuring 24 calculate in a conventional way the time T necessary for the motor vehicle 12 to reach the next meeting point.

  At the next test step 76, if t + T is greater than the time of the next rendezvous point 56 entered in the field 60, to which a safety margin has optionally been added, the measuring means 24 in deduce that the motor vehicle 12 will inevitably be late to this next meeting point 56. It then proceeds to a step 78 of alarm triggering.

  Optionally, the measuring means 24 are adapted to calculate a geographical distance of the motor vehicle 12 with respect to the route 40.

  Thus, during a step 80 of geographical difference calculation according to step 72, from the information from the route 40 and the geographical position of the motor vehicle 12, the measuring means 24 calculate in a conventional manner the distance separating the motor vehicle 12 from its route 40.

  Thus, in the next test step 82, if the calculated geographical deviation is greater than a predetermined threshold for more than a predetermined duration, the measurement means 24 consider that the motor vehicle 12 is lost and it also passes to the step 78 of alarm triggering.

  Also optionally, the measuring means 24 are adapted to detect an abnormal path followed by the motor vehicle 12 along the route 40.

  For this, during a step 81 following step 72, the measuring means determine the evolution in time of the distance separating the motor vehicle 12 from the next rendezvous point 56 for a given duration.

  Thus, in the following test step 83, if during this given period the distance increases or decreases unexpectedly (for example too slowly) the measuring means 24 consider that the motor vehicle 12 is lost and also passes to the step 78 of alarm triggering.

  Also optionally, the measuring means 24 are adapted to detect in a conventional manner other types of anomalies, such as prolonged parking of the motor vehicle at a given location.

  During the alarm triggering step 78, the measuring means 24 activate the alarm triggering means 26 by transmitting information relating to the difference measured in the previous step 76, 82 and / or 83 Thus, the alarm triggering means 26 transmit an alarm message to the monitoring terminal 36, containing the information enabling the origin of the alarm to be identified.

  SOFIDE Group SCA Capital of 358 225 Euros - rue Pierre Sémard 27932 GRAVIGNY CEDEX Tel: / 06.13.08.25.62 102.32.38.47.76 / SIRET: 347 908 139 00012 APE: 652 E FR 64 347 908 139 Page 5 of 17 Following this step 78, or following steps 76, 82 and 83 if no deviation has been observed by the measuring means 24, a test step 84 is passed.

  During this step, the tracking means 22 can detect a possible change of route request 40, issued by the driver of the motor vehicle 12 in case of traffic disruption, by any appropriate means. If such a request is detected, it proceeds to a step 86 of modifying the route 40.

  During this modification step 86, the tracking means 22 replace, in the file of the arcs of the path or the waybill 16, a part of the path segments 42 of the route 40, by a part if segments of path 42 of the assembly 52, corresponding to a route bis required by the driver of the motor vehicle 12.

  Following this step 86, or following step 84 if no request for change of route 40 has been detected, a last test step 88 is passed.

  During this step, the tracking means 22 detect the possible arrival of a message from the monitoring terminal 36 via the modem, this message comprising a modification request for an update of the file of the arcs of the path or of the roadmap 16. This request is issued by an operator of the surveillance terminal 36, when for example, a new meeting point 56 not originally planned at the departure of the motor vehicle 12 must be added to the list 54 of points Appointment. In this case, at least one new path segment 42 must also be integrated in the route 40, to allow the motor vehicle 12 to reach this new rendezvous point 56.

  Such a request can also be regularly sent by the monitoring terminal 36 when the latter regularly performs the calculation of the optimal route 40 and therefore wishes to update the file of the arcs of the path or the onboard journey sheet 16. of the motor vehicle.

  If a request to modify the file of the arcs of the path or of the waybill 16 is detected, proceed to a step 90, during which the tracking means 22 load in the file arcs of the path or of the waybill 16 the new rendezvous point 56, placed after the rendezvous points 56 initially loaded, and the new path segments 42, placed in the route 40.

  The succession of steps is repeated from step 72.

  It clearly appears that a monitoring system according to the invention makes it possible to anticipate the differences resulting from a comparison between the position of a vehicle 12 and the file of the arcs of the path or of the roadmap 16, that these deviations are geographical differences with respect to the route 40 followed by the vehicle 12 or time differences with respect to rendezvous points 56 fixed in the file of the arcs of the path or the roadmap 16.

  Another advantage of the monitoring system previously described is to limit the exchange of information between the vehicle 12 and the monitoring center 32, in particular by preventing the vehicle 12 from transmitting its geographical coordinates to the monitoring center 32, thanks to the boarding the server in the vehicle 12.

  As a variant, during the test step 76, the measuring means 24 activate the means 26 for triggering the alarm, as soon as the result of the calculation of the instant of arrival of the vehicle 12 at the next rendezvous point you can conclude that in a predetermined period of time, such as thirty minutes for example, the vehicle will inevitably be late if it continues to run at the same speed.

  It will be remembered advantageously that the previously described form of the invention is only a particular implementation.

  In a second particular description, the invention is characterized in that the calculation means of the vehicle calculate in a much more thorough form than previously possible delays Group SOFIDE SCA Capital of 358 225 Euros - rue Pierre Sémard 27932 GRAVIGNY CEDEX Tel: / 06.13.08.25.62 /02.32.38,47.761 SIRET: 347 908 139 00012 APE: 652E EN 64 347 908 139 Page 6 of 17 or advance to scheduled appointments for the vehicle on its way, downstream from the point where it is located the vehicle.

  The invention will be better understood by understanding that the file of the arcs of the aforesaid path or roadmap has the meaning commonly accepted by one skilled in the art of the art in question. Thus, according to FIG. 6, a route may have been calculated by the calculation means of the monitoring center between a point P1 and a point P12. To do this, according to the most common techniques, the calculation means can extract from a set of characteristic data of a so-called vector map all the elements called arcs that allow the vehicle V to connect the point P1 to the point P12. This extraction can be carried out by the use of a particular means called optimization engine, which, among all the possible paths between P1 and P12, can select the one which is the shortest in distance, or the one which is the fastest in duration.

  According to FIG. 6, the arcs file constituting the calculated path P1P12 is such that the succession of the right-hand contiguous segments P1P2, P2P3, P11P12. According to the description already made, these arcs, or segments, are characterized by data such that their length such as L4 for the arc P4P5, or the average speed of the vehicle V on a particular arc, such as V4 on the arc P4P5 .

  According to the same figure, the arcs file constituting the roadmap is such that one set of arcs constituting the path P1 to P12. To differentiate them, we can conveniently name the arcs such as P1 P2, P2P3, basic arcs, and the elements of the roadmap arcs of the roadmap. The arcs of the roadmap corresponding to the path P1 P12 can be such as P1 P4, P4P7, P7P12.

  It will be better understood what a roadmap is by remembering that it is the display or editing of the elements of the journey to help the driver during his journey. Thus, while the base arcs file, directly derived from the calculation, and constituting the detail at the finest level of the path, can comprise hundreds or even thousands of elements such as P1 P2, or P4P5, the road map. only contains the elements useful to the driver, usually a few dozen elements. These elements such as P1 P4 consist of basic arcs grouped according to particular criteria. Such a criterion may be that there is no intersection or any other possible route for the vehicle between P1 and P4. Another criterion may be that the planned speed for the vehicle is homogeneous on all the base arcs between P1 and P4. In a contrary case, such as a predicted speed of 90 km / h between P1 and P3, then 110 km / h. h between P3 and P4, the waybill could include an arc P1 P3 and another arc P3P4.

  It will advantageously be noted, according to FIG. 7, that a base arc such as P4P5 can be such that the average speed of the vehicle is variable according to the position of the latter on the arc. Thus, on a first sub-segment P4-P41 of length L41, P41 being localized in LOC41 on the arc P4P5, the expected average speed is V41. Similarly, it will be observed that it is V42 on a second sub-segment P41-P42, of length L42, P42 being localized in LOC42 on the arc P4P5, and V43 on a third sub-segment P42-P5, of length L43. The sub-segment P41-P42 may be such that a portion of highway in temporary work, V42 can then be 50 km / h, V41 and V43 130 km / h. In order to understand this characteristic of the invention, it will be taken into consideration that the speeds such as V4 or V5 may be predicted speeds corresponding to the actual type of vehicle V, placed in the temporary forecast conditions of traffic that the latter must actually encounter. , which means that the calculation of the different predicted travel times of V on the path P1 P12 does not produce general data, but rather the most accurate data possible for this vehicle V, in the actual conditions of current traffic.

  It will be remembered that basic arcs such as P1 P2, P2P3, P11 P12 are obtained by a method such as clicks of a mouse pointer on the roads of a geographical map displayed on a screen such as that of the means. 36 of the monitoring center, then by storing by the storage means coordinates points such as P1, P2, P12. The cartography that the display means then display is no longer the display of an image composed of graphic points such as pixels, a result obtained after scanning a geographical map printed on a medium such as paper, but contrary the drawing by means of calculation and display of 36 segments of lines, joining points such as P1, P2, P12, from the knowledge of their coordinates.

  SOFIDE Group SCA Capital of 358 225 Euros - rue Pierre Sémard 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 7 of 17 We will understand more specifically, the invention noting that the vector form of a cartography, unlike a cartography based on scanned images, also called raster cartography, is a database. One advantage of vector mapping is that the space occupied in the storage means is small. Another advantage is that, the display of an object such as a road being done from the calculation of the straight line segments corresponding to this route, the zoom effects always give results of identical quality, while the magnification of an image gives an effect called pixelization. Yet another advantage, directly used in the context of the invention, is that the distances between any two points, such as the ends of an arc, are known or easily recalculable from the coordinates of these points, stored in the base. vector data; this feature makes it easy to perform permanent calculations on board the vehicle, which is at the origin of the invention, because the central processing means can transfer only the data relating to the paths and speeds, which represents a quantity data and compatible with the storage limits of embedded systems and transfer rates, if the company wants to stay in the most economical ways possible.

  It will be clear that, according to such a decomposition into vector elements, the calculation means can calculate the estimated time required for the vehicle V to go from a point such as P1 to another point such as P41.

  Thus, according to FIG. 6, the time expected to go from P1 to P2 may be equal to the distance P1 P2 divided by the expected average speed of V on this arc. For the P4P41 sub-segment according to FIG. 7, the calculation means can only retain the data relating to this sub-segment, such as L41 and V41.

  According to Figure 6, the monitoring center has scheduled appointments, such as deliveries for a truck, such as PR1, PR2, PR3. The exact position of these appointments is known to the calculation means using storage by the storage means of the center of their location LOCI, LOC2, LOC3, on the path, which allows the calculation means to calculate among others the time needed to reach PR1, PR2, PR3 since PI, and so check that the scheduled appointment times, T1, T2, T3.sont be respected, except unplanned element during the trip.

  According to the description already made, a characteristic of the invention is that the transfer means of the monitoring center transfer to the vehicle storage means V elements of the vector map relating to the path Pl P12, such as the coordinates of the points such as P1, P2, P12, the lengths of the arcs such as L4, the predicted speeds of V on the path, such as V4. It will be remembered that the data characterizing the scheduled appointments are also transferred, such as the LOCI location of the appointment PR1, and the scheduled appointment time T1 at this point.

  The invention is characterized in that, while the vehicle V is still at the starting point P1, the calculation means of V begin to calculate, according to the actual time of the place where V is located, the necessary times for to reach PR1, PR2, PR3, the calculation being able to proceed as described previously, starting from the lengths of each arc or under segment of arc, and corresponding forecast speeds.

  The calculation means, when a point such as PR1 is situated between the two ends of an arc, such as P4P5 for PR1, can calculate the estimated time to traverse P4PR1 according to a method such as the prorata of the distances P4PR1 and P4P5, combined with V4.

  It will advantageously be noted that V, while it has not yet left P1, can already be calculated by the calculation means to be late in PR1, PR2, PR3. Such a case occurs when the vehicle takes P1 too far behind its expected departure time.

  It should be noted that the monitoring center calculation means can calculate the travel times and the estimated times such as T1, T2, T3 from data added to data such as LOCI, V4, L4.

  SOFIDE Group SCA Capital of 358 225 Euros - rue Pierre Sémard 27932 GRAVIGNY CEDEX Tel: 106.13.08.25.62 102.32.38.47.761 SIRET: 347 908 139 00012 APE: 652 E FR 64 347 908 139 Page 8 of 17 Thus, according to the figure 6, in REPOS45, on the P3P4 arc, it can be expected that the driver will stop and rest for 45 minutes. The invention will be better understood by noting that, in such a case, the calculation means take into account these 45 minutes to calculate the estimated time of travel between points such as P1 and PR1. Similarly, the calculation means of the center, when calculating the path P1 P12 can know and take into account a temporary event such as SLOW DOWN351 / SLOW DOWN352, which can mean a slowdown with a maximum speed of 35 km / h between the points of the path SLOW DOWN351 and SLOW DOWN352.

  Of course, then, when the calculation means of the vehicle V calculate the expected arrival times PR1, PR2, PR3, they continue to take into account these events, whose characteristics were transferred to them by the central transfer means.

  The invention will be better understood by observing that, since the vehicle V is in a position such that V between P3 and P4, the calculation means can calculate that the vehicle will be the hour in PR1, but late in PR2 and in advance. in PR3.

  This important feature of the invention originates from the permanent calculation carried out by the vehicle calculation means over the entire path downstream of the vehicle position. These means do not simply calculate the estimated time of arrival in PR1, but calculate at the same time the estimated time of arrival in PR2 and PR3. It will advantageously be understood that the vehicle transfer means receive, during the course of the journey, updates concerning events on the path PlP12 likely to have an influence on the result of the calculations made on board by the calculation means.

  Thus, since the vehicle V is between P3 and P4, a transfer from a means such as the central transfer means, can indicate to the calculation means V that the slowdown at 35 km / h between SLOW DOWN351 and SLOW DOWN352 will end in 1 time, much less than the time required for the vehicle to reach the point SLOW DOWN351, and that at the point of localization STOP120, between P7 and P8, a stopper causing a total stop for 120 minutes has just appeared.

  The invention is characterized in that the calculation means can calculate a predicted delay in PR2, due to the plug between P7 and P8, but can also discover that this delay will not be reflected in PR3, because this delay can be compensated by the restoration of the normal circulation speed between SLOW DOWN351 and SLOW DOWN352, while the initial calculation took into account a slowdown between these two points.

  To better understand the invention, it will be observed that when the monitoring center is alerted of a predicted delay for any appointment downstream on the path, the central calculation means can then take into account a data such as REPOS45.

  Thus, in a case such as a delay starting from P1, causing a delay in PR1, which is reflected in PR2 and PR3, the monitoring center can order the driver not to rest in REPOS45, and to continue on his way.

  The events taken into account by the vehicle calculation means may have no influence on the schedules. Thus, according to FIG. 6, when the vehicle is between P3 and P4, if the calculation means of the vehicle calculate that the time required to reach STOP120 is greater than the scheduled time of resorption of the plug, the expected time of arrival in PR2 is not affected.

  According to the description above, it will be understood that the invention, when the central means are alerted that one or more delays will occur, is characterized in that the central means can order their means of calculation to calculate new schedules or routes, or any other strategies that may put V on time at his scheduled appointments.

  Thus, for an event such as BOUCHON120 according to FIG. 6, the central calculation means may be SOFIDE Group SCA Capital of 358 225 Euros - 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 9 of 17 calculate that a route such as a diversion exists between P6 and P8, on which V has no traffic bans, and would allow, if V is in such a position that it would lose a time such as 2 hours between P7 and P8, to lose only 20 minutes.

  Of course, the transfer of information between V and the central means can permanently carry out, when necessary, the on-board means aboard V constantly taking into account new events communicated to it, such as a cork, a new route, the resorption of a slowdown.

  When the use of the arcs of the waybill is preferred by the calculation means to that of the base arcs of the path, for a reason such as a smaller volume to be transferred to the vehicle, and to store in its storage means, the vehicle calculation and measurement means may employ an approximation method.

  Thus, according to FIG. 15, assuming that the waybill consists of arcs P1, P4P7, P7P12, symbolized by a double line, the basic arcs being symbolized by a dashed line, the central calculation means can use a method such as the projection of the meeting points PR1, PR2, PR3, respectively on the arcs P4P7 and P7P12 and the calculation of the average speed predicted on P1 P4, P4P7, P7P12. It will be understood that, when such a method is employed, the coordinates of events such as REPOS45 or STOP120 can be treated in the same way.

  For a better understanding of this characteristic of the invention, reference will be made to the detail of elementary calculations which follow.

  According to FIG. 15, the speeds provided on each base arc P1 P2, P2P3, P3P4 may be equal to V1, V2, V3, the respective length of the arcs being such that L1, L2, L3. The central computing means can calculate that the total time expected to go from P1 to P4 is L1N1 + L2N2 + L3N3, and that the average speed V14 is equal to L1 + L2 + L3 divided by this total time. The calculation means may use such a method for calculating the average speed expected on the other arcs P4P7 and P7P12 of the parcel bill, including of course events such as a rest of 45 minutes at a point of P1P4, such as the orthogonal projection of REPOS45 of the basic arc P3P4 on the arc P1 P4 of the parcel bill.

  Such a method using an orthogonal projection can be better understood by referring to FIG. 16. According to this figure, the central calculation means project PR1 in H onto the roadmap arc P4P7. It will be remembered advantageously that, in the present case of the transfer to the on-board means of the vehicle elements of the only waybill, excluding base arcs such as P4P5, P5P6, P6P7, the vehicle calculation means do not have more as a reference than the P4P7 arc, characterized by elements such as the coordinates of P4 and P7, or by the expected average speed calculated as above.

  According to FIG. 16, the vehicle calculation means can, knowing the real position of the vehicle, calculate the orthogonal projection of this location on P4P7. Thus, having H, this projection of the position of the vehicle, the average speed predicted on P4P7, the calculation means can calculate in a current arithmetic manner the estimated time of arrival in H, with the approximation qu 'cause these orthogonal projections, with respect to the complete path, P4P5P6P7. And trigger an alarm when a sufficient gap appears with the expected time of arrival in H, which may be such that Ti.

  When such a method is employed, the central means can transfer to the vehicle only arcs P1 P4, P4P7, P7P12, along with data useful for the treatment of the forecast appointments. It will advantageously be noted that, in this case also, the means for calculating the vehicle can proceed in the same way, ie for each real position of the vehicle, first of all make a projection on the arc of the road sheet concerned. , before calculating the expected arrival times to the next appointments.

  SOFIDE Group SCA Capital of 358 225 Euros - rue Pierre Sémard 27932 GRAVIGNY CEDEX Tel: / 06.13.08.25.62 102.32.38.47.76 / SIRET: 347 908 139 00012 APE: 652 E FR 64 347 908 139 Page 10 of 17 We will usefully note that other methods of approximation, in the case of the use of the arches of the waybill instead of the base arches, may be such that a finer elaboration of the arches of the parcel bill, through the use of way points. It will be remembered that a way point in vector mapping is a waypoint imposed on the calculation means for calculating a route between two points such as P1 and P12.

  Such a method can be better understood with reference to FIG. 17. According to this figure, the central means transfer to the vehicle only roadmap arcs, such as P4WP1, WP1WP2, WP2P7, the dotted base arcs P4P5, P5P6 , P6P7 used for route calculation not being transferred.

  The central means can define, after a first calculation which has given the basic arcs, the obligatory points of way, or way points, such as WP1 and WP2, WP1 being here such that superimposed on PR1 and WP2 such as at any point of P5P6. Then, the computing means can recalculate a provisional route, which will take into account WP1 and WP2. This aspect of the invention will be better understood by noting that, in such a case, the waybill necessarily includes the points WP1 and WP2, which allows the central means to transfer to the vehicle a file of more roadmap arcs. close to the base arcs than the aforementioned P1 P4, P4P7, P7P12 file. It will thus be understood that the orthogonal projection approximation method employed above with P1P4, P4P7, P7P12, when used with arcs such as P4WP1, WP1WP2, WP2P7, gives a better quality approximation. depending only on the number of waypoints such as WP1 added by central means.

  For a better understanding, of the whole of the invention will be advantageously known from the following description of a third particular implementation of the invention, which incorporates all or part of the foregoing descriptions, and exposes another important feature, such as the control of the means on board the vehicle by the central means.

  According to FIG. 8, the control commands of the means on board the vehicle, by the monitoring center, may be such that: P10 is a status command for a group of information G8 such as the follow-up of the rendezvous, or Geo Rendez Vous. It is transmitted by the control panel 36 of the monitoring center to the means on board the vehicle. If P10 has a value such as "INACTIVE", the means on board the vehicle cease all action concerning this group. The storage means of the vehicle can be immediately emptied of data corresponding to this group. In fact, this command P10 allows to activate remotely a function such as geo Rendez Vous, or on the contrary to deactivate it. All functions can be disabled. On the one hand, because the company may wish to use only some of them. On the other hand, because an active function consumes CPU resources, and fills the memory. It may be desirable to temporarily interrupt this process, for example because the onboard memory may be saturated. The company then decides on the best strategy to follow, for example by temporarily stopping a less interesting function than others. Setting P10 to "inactive" of a function group such as G8 inactivates all subgroups SG1 to SG2, plus, optionally, subgroup AEX P20: state control for sub-groups groups of information, within the information group G8, characterized in that it is transmitted by the control panel 36 of the monitoring center to the means on board the vehicle, and if P20 has a value such as "NO", the means on board the vehicle cease any action concerning this subgroup, such as storing the data. The storage means of the vehicle can be immediately emptied data corresponding to this subgroup, according to the characteristic process of the invention, discussed below. In the "YES" state, this command will then consume the computing resource, and the memory to store the results. So, we can also decide to disable it, setting P20 to "NO". As seen above, the driver has no action. These orders come from the company, for example by SMS.

  Putting the order in the "NO" state does not result in the resetting of parameters such as SOFIDE Group SCA Capital of 358 225 Euros - Pierre Sémard Street 27932 GRAVIGNY CEDEX Tel: 106.13.08.25.62 102.32.38.47.76 / SIRET: 347 908 139 00012 APE: 652 E FR 64 347 908 139 Page 11 of 17 P21 to P23, according to Figure 8.

  As soon as P20 is set to "yes", those parameters that have remained in memory are back in function.

  P21: sampling control for subgroups of data, within each group, characterized in that it is transmitted by the control panel 36 of the monitoring center to the means on board the vehicle, and it also concerns the production of data other than that relating to alerts. This is the frequency with which the storage means of the vehicle stores the data, or at which the alert means calculate the alerts. For example, in Figure 8, the sampling is done every 30 seconds, which means that every 30 seconds, the corresponding position is stored. Like all other parameters, these figures are determined by the company. We reserve the possibility that the unit is of a different nature. For example, for positions, we could have a sampling every 5 kilometers.

  - P21a: additional sampling control of P21, characterized in that a data or an alert may concern the driver of the vehicle, such as an audible alarm in the cabin when a forecast delay is detected. The invention will be better understood by noting that in this case the sampling and subsequent processing may be different from P21 for the monitoring center.

  - P21c: storage command of the sampled data, equal to YES or NO, characterized in that, if P21c equals YES, the sampled data is stored by the storage means 16 of the vehicle.

  - P21d: command to memorize the position of the vehicle and the time, during a sampling. P21d is characterized in that this control is independent of any other storage of the position of the vehicle, as performed for example by a function solely dedicated to tracking geo positioning. The interest of P21d will be better understood by noting that, in an event such as a delay on appointment, the monitoring center thus has a certain way of the place and time at which the alert occurred. , knowing that any other means of storing the position may have been de-selected at this precise moment.

  P22: sending frequency control characterized in that it is transmitted by the control panel 36 of the monitoring center to the means on board the vehicle, and causes the sending of the corresponding data, being stored . For example, 1 hour 30 means that the transfer means transfer the positions of the vehicle every 1 h 30. This information control panels 36 is also used to transfer alerts. An immediate transfer mode, as soon as sampling, can be to give the value zero to P22. The qualifier "equal to 24 hours" may mean that the stored data is sent to the company every 24 hours. It is also possible to use other units.

  P23: transmission mode control for subgroups of data, within each group, characterized in that it is transmitted by the control panel 36 of the monitoring center to the means on board the vehicle, and that, if the value of P23 is such that "SMS", the transfer means use the transfer type GSM. Otherwise, the transfer can be done by a mode such as radio waves HF. In this case, the means for transferring the vehicle can wait until the means of notification thereof indicate that the vehicle has entered an area close to the monitoring center; in the meantime, the storage means of the vehicle store the data of the subgroup concerned. TMat, means transmission other than SMS. In this case, the means used are all other means, for example: HF, connected microcomputer, smart card, etc. If P23 is TMat, this means that the samplings are stored, waiting for the planned transfer, back in the company, since TMat means are by definition means of proximity.

  It will advantageously be noted that the SMS transmission means may in fact represent any SOFIDE SCA Capital Group of 358 225 Euros - Pierre Sémard Street 27932 GRAVIGNY CEDEX Té !: 106.13.08.25.62 102.32.38.47.76 / SIRET: 347 908 139 00012 APE Another means of remote and wireless transfer, such as GSM DATA, GPRS.

  P23a: optional control of erasure of the vehicle storage means, after transfer controlled by P23. This command is characterized in that the erasure is immediate after the transfer, and can relate to only the data that has just been transferred by the transfer means P60, P61, P62: particular commands of the control panels 36, to provoke an immediate dispatch to the monitoring center, characterized in that it is transmitted by the control panel 36 of the monitoring center to the means on board the vehicle, and that this shipment has priority over the other controls controlling the means of transfer of the vehicle. For example, the command P23 may be "TMat", meaning for example that the system transmits the positions of the vehicle only by means other than GSM, and therefore only when the vehicle will be close to the company. In this case, the P60 command, reaching the vehicle, imposes an immediate transmission type GSM.

  It will advantageously be noted that all groups of functions, such as G8, have a subgroup such as AEX, with commands P60, P61, P62.

  P60 indicates the function considered. A variant could be a complete transfer of data from a group, such as G8. P61 allows the tracking means to select the data; P61 can take values such as a number of days, in which case only data J days preceding the current date are transferred, such as two dates bounding a period. The system empties the vehicle storage means of the data that has just been transmitted, if P62 has a value such as "YES".

  P42: reference system for measuring the difference between a data item calculated or measured by the vehicle calculation or measurement means, and a piece of data transmitted from the control panel 36 of the monitoring center to the means on board the vehicle, characterized in that, when a positive, or possibly negative, deviation occurs, the vehicle notification means may notify the transfer tracking means of an alert. For example, when P42 is 30 minutes, P42 commands the system notification means to notify a delay alert to the tracking means, as soon as an arrival to one of the future appointments is calculated with a delay of more than 30 minutes.

  P43: command for the notification of an alert, transmitted from the control panel 36 of the monitoring center to the means on board the vehicle, characterized in that P43 commands the transfer tracking means to wait to have received several warning notifications before transmitting an alert, or storing the information in the storage means 16 For example, when P43 is 3, P43 commands the system transfer tracking means to receive 3 successive alert notifications, before to intervene. Before taking into account an alert, it must first be confirmed by three successive positive samples.

  P44: timing control between two successive transfers by the vehicle transfer means, characterized in that it is transmitted by the control panel 36 of the monitoring center to the onboard means on board the vehicle, and that the transfer means are saved, for example in terms of the number of SMS messages sent. For example, when P44 is 5 minutes, P44 authorizes an alert, transmitted or stored, only every 5 minutes, even if, during these 5 minutes, a sufficient number of notifications by the means of notification have taken place, and could have led the transfer tracking means to handle several alerts. The unit of P44 may have various values, such as a time range, a number of alerts. According to this device, the intermediate total of the notifications, controlled by P43, can be automatically reset at the expiration of the time controlled by P44.

  -P45: alert command for the driver of the vehicle, which can take values such as Group SOFIDE SCA Capital de358 225 Euros - Pierre Sémard street 27932 GRAVIGNY CEDEX Tel: / 06.13.08.25.62 102.32.38.47.76 / SIRET: 347 908 139 00012 APE: 652 E FR 64 347 908 139 Page 13 of 17 YES or NO, characterized in that, when the value is YES, in addition to any storage and dispatch by the vehicle processing means this alert is also sent to the driver, for example as an audible alarm.

  P46: warning interval command for the driver, characterized in that, when the cause of the alert persists, it may be appropriate for the warning means to allow a period such as P46 to elapse before alert the driver again. P46 may be such that a period of time, or such that N occurrences of the P21 or P21 sampling has alert.

  - LZ. zone, travel and date discrimination control, characterized in that it can extract from a list common to all the vehicles of the monitoring center a list such as LZ. LZ includes lists such as all geographical areas, all trips and all periods that may concern a vehicle, as part of its management by the processing means of the monitoring center.

  The definition of a zone will be better understood by noting that a zone is an object characterized by characteristics such as 400, 401, 402 according to FIG. 12, stored by the storage means 14 according to FIG. 14, where 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. 12, it will be noted that a zone may have various forms, the characteristics of which are stored by the storage means LZ, resulting from the processing carried out by the processing means of the monitoring center, such as the preparation of delivery routes to perform by a vehicle, and includes the characteristic data of the control of the functions processed by the on-board means, for all that concerns the geographical areas, the routes and the dates or periods.

  - TPA: command to designate a list of particular alerts, characterized in that it allows the alert means to simultaneously process different types of alert.

  Each type of alert, as referenced by the TPA parameter, can have a list of clean parameters ranging from P42 to ZEA. Thus P42, for a value of TPA such as 1, may correspond to delay alerts. On the other hand P42, for the follow-up of the alerts in advance to an appointment, can have a value of TPA such that 2.

  ZEA: command for extinguishing alerts, characterized in that it is different from a command such as P44, in that it makes it possible to define zone lists of type LZ in which the alert does not occur. Reproduces more as long as the vehicle is located there, even if the causes of the alert are still present.

  CCC: recalculation control of a predictive route for a vehicle, characterized in that it allows the central processing means to take into account real events occurring during the course of the vehicle, such as a plug in downstream of the vehicle position, or an agreed change in the planned route, from the point of divergence from the original planned route.

  - CEC: order to send the vehicle concerned a new provisional route, characterized in that this shipment includes all the data necessary for the continuation of the function, for example a new collection of meeting points.

  The G8 / Geo Rendez Vous group is characterized in that the surveillance center's processing facilities can be automatically alerted as soon as a vehicle is likely to arrive late at a Rendez Vous, including well in advance.

  According to Figures 9 and 10, and following a path composed of elementary segments connecting points P1, SOFIDE SCA Capital Group of 358 225 Euros - Pierre Sémard Street 27932 GRAVIGNY CEDEX Tel: 106.13.08.25.62 / 02. 32.38.47.76 / SIRET: 347 908 139 00012 APE: 652 E FR 64 347 908 139 Page 14 of 17 P2, P4, P3 of Rendez Vous, the point P4 can be characterized by its coordinates 302 and 303, its scheduled meeting time 304, the point P3 being characterized by equivalent data 305,306,307, all these data being stored by the means 14 for storing the vehicle.

  The position of the vehicle being V, according to FIG. 9, the calculation means can calculate that the appointment time at P2 will not be respected, that at P4 will be because there is flexibility, the delay at P2 causing by against an identical delay in P3. The corresponding alerts are sent by the vehicle alerting means to the monitoring center.

  This aspect of the invention will be better understood by remembering that the storage means of the vehicle store for each elementary segment of the path, such as P4, P3, in addition to the geographical coordinates of its ends, its expected speed profile. The calculation means, knowing the position of V on a point of the path P1, P3, can therefore calculate at any time the estimated time of arrival at P2, P3 and P4, and compare it to the scheduled hours, ie 304 for P4 and 307 for P3. The calculation means can also take account of accepted delays on certain points, such as P4. Group G8 is characterized in that CCC and CEC commands allow the central processing means to recalculate new appointments, new routes, or other variants, through the steps of a method described according to FIGS. 10 and 13, then to the central transfer means of transferring to the storage means of the vehicle these new data, the group G8 then continuing its action on these new bases .

  According to the step El 00, the calculation means of the vehicle or the monitoring center calculate that the delay P2 is catchable. The monitoring center defines with the driver one or more catch-up strategies, according to step E102. According to the step E103, the path of the vehicle continues without further processing by the processing means, because the delay in P3 is automatically resorbed.

  According to the step E101, unlike the step E100, the delay P2 is not considered catch-up.

  According to the step E104, the monitoring center decides to process the delays that have occurred, to transfer new appointment travel conditions to the vehicle.

  According to FIG. 10, the data entry means of the monitoring center allow data entry such as 308, departure times of the vehicle from a point in the journey, 309, regulatory stop times, on which the company can sometimes play. by decreasing them, 310, speed profile of a segment, 311, exceptional events on or in the vicinity of the trip, which may slow down or accelerate the vehicle, 313, particular characteristics of the journey, such as the height of the bridge, authorizing or prohibiting certain routes, 314, stopping time at a delivery point, for waiting and unloading / loading.

  These data can be used by the monitoring center's computing facilities to try to minimize delays in Rendez Vous, and to bring about a different organization of the vehicle's work.

  According to FIG. 13, the steps E104 to E107 enable the central processing means to redefine the vehicle path as much as possible, in order to reduce as much as possible, at an optimized economic cost, the delays at P2 and P3. Note the consideration by the processing means of an economic component, because a catch-up strategy can use a solution such as the loan of a highway, with additional costs in the trip.

  Step E108 corresponds to the CCC and CEC commands of FIG. 8, and consists of a recalculation by the calculation means of the monitoring center of the vehicle route, starting from its position V, and the transfer by the means of central transfers to the vehicle storage means of the elementary segments of this new path, accompanied by the characteristics already described of these segments, and other data such as the new schedules appointments P2, P4 and P3.

  The invention will be better understood by noting that, as a result of this transfer, the vehicle calculation means may no longer determine alerts on Rendez Vous, at least in the immediate future.

  SOFIDE Group SCA Capital of 358 225 Euros - rue Pierre Sémard 27932 GRAVIGNY CEDEX Tel: / 06.13.08.25.62 1 02.32.38.47.761 SIRET: 347 908 139 00012 APE: 652 E FR 64 347 908 139 Page 15 sur 17 The stage El 09 is characterized in that the delay in P2 having been judged by the central means as non-catchable, decision is made not to change the initial path or the initial appointment times. El 09 consists of commands transferred by the central transfer means to the vehicle processing means, and such, according to ZEA or not, that all alerts are deleted. The central means can transfer a command such as setting the P20 of SG2 to NO.

  Step E110 is characterized in that, by the use of a command such as ZEA, the central means control the extinction of certain alerts only, such as the P2 alert.

  Step El 11 is characterized in that it completes E110, using a command such as ZEA, to control the extinction of some or all of the alerts, according to a criterion such as "during N hours", or "until 'the vehicle has reached that position'.

  As a variant, the route comprises additional fields comprising additional information that can be available in the vector mapping databases, conventionally accessible via the Internet or on CD-ROM and installed on the local hard disk of the monitoring terminal 36. For example, the traffic congestion or the information displayed on the road signs along the route may be congested. They can be downloaded to the storage means 14 via the network 28 described above. This data can be superimposed on the temporary data already described.

  Alternatively, the wireless information transmission network 28 is replaced by any other information transmission means, such as a radio link or a smart card data transfer means, for example. In this case, the system does not require the use of modems 30, 34.

  Alternatively, the operational search engine of an optimal route from a vector map can be embedded in the vehicle, as well as the necessary elements of vector mapping, In this variant, the central transfer means can transfer to the vehicle the file of the arcs of the planned route or its waybill, accompanied by all the adjacent arcs of the planned route. This variant enables the on-board calculation means to continue to calculate optimized routes between the actual position of the vehicle at a given instant and the future meeting points, thus to calculate a forecast time difference with the scheduled times of these appointments. even when the vehicle deviates from its initial path, without requiring large transfers to the storage means of the vehicle. Thus, instead of vector mapping of an entire region, or of several regions, the storage means of the vehicle store a band more or less wide, forming a corridor around the planned path. In this variant, the possible recalculation of all or part of the path by the monitoring center, then the transfer of the arc files corresponding to the vehicle, may also be accompanied by the transfer of neighboring arcs, within a corridor as quoted.

  As a variant, all or part of the calculations and treatments can be carried out directly by the central processing means, the means on board the vehicle transferring the position of the latter to the monitoring center, at a rate that can be pre-defined, or following special calls from the center.

  The invention applies to the surveillance of vehicles such as delivery trucks, but can also be applied to the surveillance of boats. aircraft or other vehicles.

  Finally, for a good understanding of the invention, reference is made to FIG. 5, which describes a vehicle control method on its path, already taken into account previously.

  According to this figure, a vehicle V travels a provisional route DA. The monitoring center, for a reason such as fear of piracy of the vehicle, uses a method such as the transmission of an alert by the vehicle warning means, as soon as the vehicle deviates from its intended path , beyond a threshold SOFIDE Group SCA Capital of 358 225 Euros - rue Pierre Sémard 27932 GRAVIGNY CEDEX Tel: 106.13.08.25.62 102.32.38.47.761 SIRET: 347 908 139 00012 APE: 652 E FR 64 347 908 139 Page 16 on 17 09/10/2002 pre-determined.

  This method is such that, on the intended path, control points such as PC1 and PC2 are initially defined. The point of destination can also be considered as a checkpoint. The coordinates of these control points are transferred and stored in the storage means of the vehicle, which represents an even smaller data volume than the transfer of the file of the basic arcs of the path, or arcs of the waybill, compared to the volume corresponding to the transfer of a complete region of vector mapping.

  The coordinates of PC1 can be such that X1, Y1, and those of PC2, X2, Y2. The planned transit time in Ti may be Ti, and the transition time in T2 may be T2.

  The method may consist in that, when the clock of the vehicle processing means indicates that Ti is reached, the vehicle calculation means compare the real position of the vehicle, given by the positioning means of the latter, to the position expected PC1.

  When the position difference is greater than a pre-defined threshold, the vehicle warning means can alert the monitoring center.

  A similar form of the method consists in that, when the vehicle reaches the point PC1, the calculation means compare the actual time of the instant, given by the on-board clock, to Ti. When a significant difference is calculated, an alert is generated. The disadvantage of this second form is that when the vehicle deviates from its intended path, and never goes to PC1, the calculation means have no elements to trigger a control.

  The method according to FIG. 5 can be used to follow the respect of the schedules of the appointments. Such use may be that a point such as PC1, on the way, is a rendezvous point.

  It will be noted advantageously that this form of scheduling schedule control is very insufficient compared to the other descriptions made previously.

  Indeed, according to FIG. 5, the calculation means do not perform any predictive calculation. They have to wait for events such as the actual arrival of V in PC1, to calculate a possible gap in time.

  On the contrary, according to Figure 6, the monitoring center can be alerted of a predicted delay well in advance. Thus, even assuming that V is 3 hours away from PR1, the vehicle calculation means have the possibility of calculating a provisional delay which has just appeared. It will be remembered that this method is particularly powerful, because of the possibility that embedded computing means to integrate events such as BOUCHON120, occurring between its position and the points will make you downstream.

  Conversely, the method according to FIG. 5 can not, at the most, a delay of 45 minutes being for example found in PC1, than delaying this delay on PC2 and A. This has only a very low operational interest. , compared to the possibilities described in the description inter alia of Figure 6.

  SOFIDE Group SCA Capital of 358 225 Euros - Pierre Sémard Street 27932 GRAVIGNY CEDEX TéI: 106.13.08.25.62 / 02.32.38.47.761 SIRET: 347 908 139 00012 APE: 652 E FR 64 347 908 139 Page 17 of 17

Claims (10)

Claims.   1- A system for controlling the activity of at least one vehicle, such as a road transport vehicle for goods or passengers, controlled by at least one monitoring center, characterized in that it comprises measuring means, calculation, notification, alert, transfer control, and storage of information, embedded in the vehicle or present at the monitoring center, the monitoring center remotely controlling the vehicle's on-board means. The system is characterized in that it comprises at least one panel 6, provided with means of storage, display, capture and transfer, and which constitutes the means for controlling the means on board the vehicle, from the center monitoring. The system is characterized in that the transfer means of the monitoring center transfer commands to the onboard means on board the vehicle, indicating to these actions to be performed, such as the immediate transfer to the center of some information, or partial emptying storage means, with subsequent recovery of the corresponding space for other uses. 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 referential data lists stored in the storage means, produce alerts, processed according to the notifications of the means of notification of the vehicle. The system is characterized in that the storage means on board the vehicle are remotely controlled by the monitoring center, so that, whatever their capacity, the saturation of the storage space can always be avoided, without loss of system efficiency.   System according to claim 1, characterized in that the processing means of the monitoring center (4) establish a list of information enabling the control of the vehicle, this list being divided into lists of groups of information, such as ( G1), (G2), each group being itself composed of one or more lists of subgroups of information, such as (SG1), (SG2), (SG9).   3- System according to claim 1, characterized in that the control panel (6) of the monitoring center (4) allows the display means, capture and transfer of the monitoring center (4) to process lists of commands common to group and subgroup lists.   4. System according to claim 1, characterized in that the storage means (35) of the vehicle store the same lists of groups and subgroups of information as the storage means (61) of the monitoring center.   5. System according to claim 1, characterized in that the transfer means (17) of the monitoring center, when they transfer commands to the means of notification (32) of the vehicle, simultaneously transfer the nature of the groups and subgroups of the vehicle. corresponding data.   6. System according to claim 1, characterized in that the means of transfer of the vehicle, when they transfer to the notification means of the data monitoring center, simultaneously transfer the nature of groups and subgroups of corresponding data.   7- System according to claim 1, characterized in that the lists of commands notified by the notification means of the monitoring center are at least such that: (103), priority transfer commands, such as (P60), (P61) , (P62), (104), zone discrimination commands, such as (A1), (105), zone selection control, such as (A2), (A3), (106), date selection control ,, such that (A4), (A5), (107), state commands, such as (P20), (108), sampling commands, such as (P21), (P41), (109), transfer rate commands, such as (P22), (110), transfer means commands, such as (P23), (111), alert repository commands, such as (P41), (112), alert notifications, such as (P43), (113), alert timing commands, such as (P44).   8- System according to claim 1, characterized in that the control panel (6) of the monitoring center (4) sends commands to the onboard means on board the vehicle, relating to SOFIDE SCA Capital Group of 358 225 Euros - Pierre Sémard Street 27932 GRAVIGNY CEDEX Tel: / 06.13.08.25.62 102.32.38.47.761 SIRET: 347 908 139 00012 APE: 652 E EN 64 347 908 139 Page 18 sur 20 data concerning each list of groups and subgroups of information controlled by the system, and such that they may be: - a command (P10), which acts on the information concerning each group in the list of groups, and which indicates to the means on board the vehicle that, if P10 has a value such that "INACTIVE", the means on board the vehicle cease any action concerning the data group considered, such as storing the positions or the milestones, if it is the geo-positioning group - a command (P20), which acts on information in respect of each subgroup of the list of subgroups, and which indicates to the means on board the vehicle that, if P20 has a value such as "NO", the means on board the vehicle cease all action concerning that subgroup, such as storing mileage.   - a command (P21), which indicates to the means on board the vehicle that it only concerns the production of data other than those relating to alerts. and that it is the frequency with which the storage means of the vehicle stores the data.   - a command (P22), which indicates the means on board the vehicle that it causes! sending the corresponding data, being stored in the storage means of the vehicle.   a command (P23,) which indicates to the onboard means on board the vehicle that, if the value of (P23) is such as "SMS", the transfer means use the transfer 24 of the GSM type. Otherwise, the transfer is done by the mode (20), such as radio waves HF, the vehicle transfer means waiting for the notification means thereof notify a transfer.   - Three commands (P60), (P61), (P62), which indicate to the means on board the vehicle that a priority shipment is to be made. (P60) indicates to the transfer means on board the vehicle the group of data considered to transfer. (P61) allows the tracking means to select data for only one period. The system empties the vehicle storage means of data that has just been transmitted, if (P62) has a value such as "YES".   - a command (P41), which indicates to the means on board the vehicle that it acts in a manner similar to (P21), but reserved for alerts produced by the warning means.   a command (P42), which indicates to the onboard means on board the vehicle that, when a positive deviation is measured by the on-board measurement means, between a datum and a reference system such as the value of (P42), the means of notification (32) can notify the transfer tracking means (34) of an alert.   - a command (P43), which indicates to the means on board the vehicle to wait to have received several alert notifications before transmitting an alert to the means of the monitoring center, by means (22), or to store The information in the storage means (35).   - A command (P44), which indicates the means on board the vehicle that the transfer means are saved, for example in terms of the number of SMS shipments.   a command (Al), which indicates to the on-board means on board the vehicle the authorized geographical location for processing to take place. The location may be as such within an area (1), or outside of this area.   - two commands (A) 2, (A3), which indicate the means on board the vehicle how to define the geographical area used in (Al).   SOFIDE Group SCA Capital of 358 225 Euros - rue Pierre Sémard 27932 GRAVIGNY CEDEX Tel: 106.13.08.25.62 102.32.38.47.761 SIRET: 347 908 139 00012 APE: 652 E FR 64 347 908 139 Page 19 of 20 - two orders (A4 ), (A5), which indicate to the means on board the vehicle a period of time during which, or outside of which, the vehicle processing means may intervene.   10- System according to the preceding claims, characterized in that the transfer means use wireless means of Herzian type, such as GSM links.   11- System according to the preceding claims, characterized in that the transfer means use hardware means, such as smart cards.