FR3081807A1 - AUTONOMOUS CROSSING OF A CONNECTED ROAD INFRASTRUCTURE - Google Patents

Abstract

Method of crossing by a vehicle, the driving of which is at least partially assisted, of a road infrastructure (PG) included on a road (RD), the road infrastructure comprising a plurality of forced passage zones (SL1, SL2, SL3 , SL4, SL5, SL6), comprising the steps of: - receiving information identifying a forced passage zone affected (SL3) by the road infrastructure among said plurality of forced passage zones; - obtaining positioning data of the affected forced passage area; - obtaining vehicle positioning data; - obtaining instantaneous vehicle speed data; - Determination of a lateral direction setpoint from said positioning data of the affected forced passage zone, said vehicle positioning data and said speed data.

Description

The present invention belongs to the field of assistance in driving a vehicle. It relates in particular to a method of crossing by a vehicle, the driving of which is at least partially assisted, of a road infrastructure included on a road and comprising a plurality of forced passage zones.

It is particularly advantageous in the case of an autonomous motor vehicle having to cross a toll barrier.

"Vehicle" means any type of vehicle such as a motor vehicle, a moped, a motorcycle, a rail vehicle, a self-supporting robot in a bonded warehouse, etc. Driving assistance means any automated process capable of assisting the driving of the vehicle. The method can thus consist of partially or completely steering the vehicle or providing any type of assistance to the natural person driving the vehicle.

The term “road” means any type of lane capable of supporting movement of the vehicle. Examples of roads are a highway, a desert track, a national road or even a motocross trial path.

Driving assistance devices can, for example, guide the vehicle on a road, anticipate an intersection by braking, facilitate parking or reverse, or detect obstacles, especially in front of their vehicle, or illuminate an obstacle detected in front of their vehicle (function sometimes called "marking light"), or correct the trajectory of their vehicle according to the marking delimiting the traffic lanes used, or even regulate the speed of their vehicle according to a setpoint provided by their driver or a speed limit in force on the lane used.

In certain situations, the vehicle must cross the road infrastructure included on the road. The road infrastructure typically corresponds to a toll barrier comprising a plurality of boxes, a work area in which specific lanes are provided, or a customs or police control barrier. The road infrastructure (toll barrier for example) includes a plurality of compulsory passage zones (toll lanes for example).

Document FR1756609, not accessible to the public on the date of filing or priority of this patent application, provides a process making it possible to independently cross a forced passage zone.

To do this, when it is determined that the vehicle must cross the road infrastructure, such as a lane (compulsory passage zone) of a toll barrier, a preprogrammed path is used. In particular, the vehicle is positioned in a predetermined area upstream of the toll lane so as to initiate the pre-programmed trajectory tracking for this lane. The vehicle then determines lateral direction setpoints to simply follow the preprogrammed trajectory.

This solution has a certain rigidity insofar as the trajectories must all be predefined as a function in particular of the mapping of the forced passage zone. At least two drawbacks emerge from such rigidity.

On the one hand, it is necessary to allocate areas of compulsory passage of the infrastructure specifically for the autonomous crossing of the infrastructure. For a toll, this has the major drawback of using dedicated, potentially underused lanes. In addition, no optimized distribution of traffic between the tracks is permitted by such a system.

On the other hand, the disturbances that cause the vehicle to go out of its way are particularly difficult to manage. Indeed, the rigidity of the process makes these situations complex because the vehicle will not be able to adapt dynamically to the situation, and will always seek to return to the trajectory that has been allocated to it.

The present invention improves the situation.

To this end, a first aspect of the invention relates to a method of crossing by a vehicle, the driving of which is at least partially assisted, of a road infrastructure included on a road, the road infrastructure comprising a plurality of passage zones required, including the steps of:

- reception of information identifying a forced passage zone affected by the road infrastructure among said plurality of compulsory passage zones;

- obtaining positioning data for the affected forced passage area;

- obtaining vehicle positioning data;

- obtaining instantaneous vehicle speed data;

- determination of a lateral direction setpoint from said positioning data of the affected forced passage zone, said vehicle positioning data and said speed data.

A forced passage zone among the plurality of compulsory passage zones is therefore assigned to the vehicle so that it passes autonomously, and without following a predefined path, the infrastructure passing through this affected zone.

Indeed, the determination of the lateral direction setpoint is made in real time (notably from the instantaneous speed) and is not subject to any previously calculated fixed trajectory.

Combining the reception of information on the affected passage area and the real-time determination of the direction setpoint makes possible optimized dynamic management of traffic for the infrastructure and in time, comfort and safety for the occupants of the vehicle.

Adaptation to the changing characteristics of traffic or even of the infrastructure is indeed possible, without the need to re-map the infrastructure to recalculate a trajectory. For example, the forced passage zone can be reassigned by sending a new identification information message without disturbing autonomous driving which, by its real-time processing, will easily adapt to the change of forced passage area.

The term “lateral direction instruction” is understood to mean any instruction capable of causing a lateral directional movement of the vehicle, such as implying a direction to the left or right of the vehicle. A steering wheel or handlebar setpoint are examples of lateral direction setpoint.

In one embodiment, the method further comprises the steps of generating traffic information from data acquired by at least one sensor from the vehicle and transmitting said traffic information to the road infrastructure. Reporting data to the infrastructure that can enrich the understanding of congestion in real time significantly improves traffic management on the infrastructure.

In another embodiment, the method comprises the steps of:

obtaining information on the presence of objects in the environment of the vehicle;

emission of the vehicle to the infrastructure of a request for reassignment of the forced passage zone affected by a new forced passage zone among the plurality of compulsory passage zones of the road infrastructure.

Thus, in cases where situations make it difficult, or even dangerous, to cross the forced passage zone initially affected, the method makes it possible to reassign a new forced passage zone. This improves the safety and fluidity of crossing the infrastructure.

In one embodiment, the positioning data of the affected forced passage zone, the vehicle positioning data and the speed data are obtained with respect to a predetermined reference frame. In this embodiment, the step of determining the lateral direction setpoint comprises the sub-steps of:

o calculation of variation data of an angle between an axis which links the vehicle to the affected forced passage zone and a fixed direction with respect to said reference frame, from vehicle positioning data, positioning zone data affected required passage and vehicle speed data;

o generation of the lateral direction setpoint from the vehicle positioning data, the positioning data of the forced passage zone and the variation data.

Thus, when the vehicle undergoes disturbances, it does not seek to rejoin its trajectory as quickly as possible, which is neither optimal from a geometrical point of view in order to reach the forced passage area as efficiently as possible, nor optimal for passenger comfort since the return to the trajectory requires changes of direction with large angles. On the contrary, correlating the lateral direction setpoint to an angular variation of the vehicle (angle between an axis which links the vehicle to the forced passage zone and a fixed direction relative to said reference frame) is geometrically optimal and as smooth as possible for the passengers. (because correlated to the effective angular variation of the vehicle).

In another embodiment, the step of determining the lateral direction setpoint further comprises the sub-steps of:

- calculation of a normal acceleration of the vehicle from at least the variation data and a reactivity coefficient; and in which the generation of the lateral direction setpoint is obtained at least from the normal acceleration of the vehicle, and in which, if the normal acceleration is greater than or equal to a predetermined value, the predetermined value is used for the determination of the lateral direction setpoint, the predetermined value being determined from at least one of the following:

- at least one characteristic of the vehicle;

- maximum tolerable acceleration for an occupant of the vehicle;

- a regulatory constraint.

The use of the coefficient makes it possible to adapt autonomous driving to various criteria, such as for example the type of driving desired by the occupant (s) of the vehicle. The variation of this coefficient has repercussions on the variability (abruptness) of the direction setpoint. In addition, a direction instruction which would be unacceptable, in terms of maximum steering angle of the vehicle, maximum tolerable acceleration for the occupants or even mechanical constraints for the various components of the vehicle, is advantageously avoided.

A second aspect of the invention relates to a method for assigning a forced passage zone among a plurality of compulsory passage zones included in a road infrastructure comprising the steps of:

- Obtaining a request for a vehicle, the driving of which is at least partially assisted and located upstream of said road infrastructure, for the allocation of a forced passage zone among said plurality of compulsory passage zones;

- assignment of a forced passage zone among said plurality of compulsory passage zones;

- transmission to the vehicle of information identifying the affected compulsory passage zone.

Dynamic management of the road infrastructure is thus made possible. Furthermore, since the process is not constrained by fixed predefined trajectories, the vehicles managed by the process can, in a flexible manner, be oriented towards different forced passage zones.

In an embodiment of the second aspect of the invention, the allocation step includes the sub-steps of:

- determination of a state of congestion in each of the compulsory passage zones;

- generation of identification information from said congestion states of the transit areas.

Thus, an optimal distribution of vehicles according to traffic is made possible. Indeed, the process is flexible because it is not constrained by predefined trajectories and its control is centralized because the allocation of the passage area can be imposed on the driver. The resulting gains in terms of traffic flow are considerable.

A third aspect of the invention relates to a computer program comprising instructions for implementing the method according to the first aspect of the invention or the second aspect of the invention, when these instructions are executed by a processor.

A fourth aspect of the invention relates to a device for crossing by a vehicle, the driving of which is at least partially assisted, of a road infrastructure included on a road, the road infrastructure comprising a plurality of forced passage zones, comprising:

- a reception interface arranged to carry out the operations of:

• reception of information identifying a forced passage zone affected by the road infrastructure among said plurality of compulsory passage zones;

• obtaining positioning data for the affected forced passage area;

• obtaining vehicle positioning data;

• obtaining instantaneous vehicle speed data;

at least one memory and at least one processor arranged to perform the operation of determining a lateral direction instruction from said positioning data of the affected forced passage zone, said vehicle positioning data and said data of speed.

A fifth aspect of the invention relates to a vehicle whose driving is at least partially assisted, comprising:

- at least one sensor and / or at least one receiver arranged for obtaining:

o identification information;

o vehicle positioning data;

o positioning data of the affected compulsory passage zone;

o instantaneous vehicle speed data;

- the device according to the fourth aspect of the invention.

Other characteristics and advantages of the invention will appear on examining the detailed description below, and the attached drawings in which:

Figure 1 illustrates a context of application of the invention;

FIG. 2 illustrates a method of crossing by a vehicle, the driving of which is at least partially assisted, of a forced passage zone included on a road, according to the invention;

Figure 3 illustrates the detail of the calculation of the lateral direction setpoint, according to the invention;

FIG. 3 illustrates a processing device, according to an embodiment of the invention.

The invention is described below in its non-limiting application to the passage of a toll by an autonomous vehicle. Other applications, such as crossing a police barrier at the border by a moped whose driving is assisted or even storing in a box a device capable of carrying loads in a storage factory are also possible.

Figure 1 illustrates the context of implementation of the invention. In this figure, a vehicle 508 must cross a toll barrier PG located on a road RD.

The vehicle 508 typically comprises at least one sensor, such as for example an exteroceptive sensor, such as for example an ultrasonic sensor, a camera, a radar, a motion sensor or lidars.

When the vehicle 508 arrives near the toll, it crosses a border LIM1 (the border can be virtual and not indicated by a marking on the ground), the crossing of which triggers the implementation of the process of autonomous crossing of the toll as described below. after with reference to FIG. 2, until the vehicle 508 crosses a border LIM2 downstream of the toll.

To do this, a compulsory passage zone SL3 is assigned to vehicle 508 by the PG toll.

The assignment is made upon obtaining a request from the vehicle 508. This request can be generated by the vehicle, on the initiative of the driver or not (detection of the passage of the vehicle in a specific area) or by any other device connected to infrastructure. For example, detectors positioned on the road upstream of the infrastructure may be the source of the demand.

The assignment process includes the steps of:

- Obtaining a request from the vehicle upstream from the infrastructure (typically when crossing a LIM1 border) to allocate a compulsory passage area of the infrastructure;

- allocation of a passage zone required by the infrastructure or any type of delocalized device in charge of the allocation;

- transmission to the vehicle of information identifying the affected compulsory passage zone.

Once the request has been received, the infrastructure, or any device connected to the infrastructure to which the assignment is sub-contracted, affects one of the compulsory passage zones. In one embodiment, this allocation step includes the sub-steps of:

- determination of a state of congestion in each of the compulsory passage zones. The state of congestion is for example given by the information transmitted by the vehicles (see step S17 of FIG. 2), by data from the internet, by a mapping provider, by sensors located on the road, etc. ;

generation of information intended for vehicle 508 for identifying the affected passage area from said congestion states of the passage areas.

Other criteria than the state of congestion can be taken into account for the assignment. Thus, the category (utility, truck, light vehicle, etc.), the type of subscription purchased (electronic toll collection, wireless payment, etc.), a characteristic of the vehicle, etc. can be taken into account during the assignment.

The parameters (such as coefficients o and β described below with reference to FIG. 3) for implementing the method described below with reference to FIGS. 2 and 3 can be adapted, for example as a function of the zones between LIM1 and LIM2 where the vehicle is located, for example the zone between LIM1 and the toll barrier PG, the zone corresponding to the toll barrier PG and the zone between the toll barrier PG and LIM2.

The longitudinal control (acceleration / braking towards the front / rear of the vehicle) is carried out from the position of the vehicle and the flow of other vehicles. For example, the acceleration / braking instruction is calculated so that the vehicle 508 follows the vehicle in front at a certain distance.

At any time, the driver can regain control of his autonomous vehicle. In another embodiment, the driver can only regain control of the driving of the vehicle at certain times (for example elsewhere than when crossing the PG barrier).

To implement the steps described below with reference to Figures 2 and 3, a fixed RP mark is used. This coordinate system can be set according to different conventions, the X axis of the abscissa can for example correspond to geographic north. In another convention, the Y axis is substantially parallel to an axis representative of the toll barrier. An example of a RP coordinate system is the WGS84 inertial coordinate system, World Geodetic System 1984 in English: world geodetic system, revision of 1984, in French.

In the rest of this description, approximations and simplifications are provided to facilitate explanations and calculations. We will note the following approximations and simplifications:

The process is implemented dynamically. This means that a direction setpoint is determined iteratively over time, at a predefined periodicity. For example, every tenth of a second, the method described below with reference to FIGS. 2 and 3 is implemented for new values of input data (see below, in particular positioning, speed, etc.). Of course, other periodicity values can be envisaged, depending in particular on the computing capacities of a device, such as the device D described below with reference to FIG. 4. Periodicity values of the order of a second , millisecond, nanosecond or even minute are also possible, for example.

In addition, the vehicle 508 will be considered as being a material point V, having for / JC x coordinates in the reference frame RP: V = (J).

V1V

Likewise, the compulsory passage zone SL3 will be considered as being a material point C, having as coordinates in the reference frame RP: C = ( ^c ).

- * ZÎ / y X

A speed V _v of the vehicle 508 has its coordinates in the reference frame RP: V _v = J. As explained above, the method is implemented dynamically and, here, the speed Vv corresponds to the instantaneous speed of the vehicle 508.

In FIG. 1, an angle η (Greek letter eta) is also represented, η corresponds to an angle between an axis which links the vehicle 508 to the forced passage zone SL3 (here the axis VC) and a direction fixed relative to to the RP reference system (here the X axis, shown in dotted lines).

FIG. 2 illustrates the method according to the invention, in one embodiment.

In step S10, the identification information Id (corresponding here to the area SL3) of the forced passage area affected by the road infrastructure is received by the vehicle 508. The sending of this information (and therefore the reception) is for example configured so that the vehicle receives it after crossing the border LIM 1.

As mentioned above, the method according to the invention being flexible, it remains possible to modify the forced passage zone assigned to the vehicle 508, even when the vehicle has already started its autonomous driving operations towards the forced passage zone initially fixed. . Thus, identification information can be received at any time before crossing the initially affected forced passage area. A minimum distance before the initially affected forced passage zone can be used so that a reassignment too close to the initially affected forced passage zone can be avoided.

Thus, the identification information can be received once or more than once. If it is received several times, it remains possible for the vehicle not to take into account the new information received, typically by indicating in this case its decision to the infrastructure in charge of the assignment.

In step S11, when the vehicle 508 knows the forced passage zone SL3 which has been assigned to it, it retrieves the coordinates of the material point C in the reference frame RP. These contact details can be included in the message used to transmit the identification information, requested by the vehicle from the infrastructure, stored in a memory of the vehicle, transmitted by other vehicles, requested by the vehicle from a service in line, etc.

In step E12, vehicle positioning data and vehicle speed data are obtained.

This data can be obtained in different ways. They can for example be obtained from at least one of the following elements:

o GNSS global positioning system (GNSS stands for Global Navigation Satellite System in English, for global satellite navigation system in French), also known by the acronym GPS (GPS stands for Global Positioning System in English, or global positioning system in French);

o database integrated into the vehicle (in particular for the positioning of the compulsory passage area);

o vehicle sensors, such as those described above with reference to Figure 1; o communication between the vehicle and at least one other vehicle;

o communication between the vehicle and at least one piece of infrastructure;

o communication between the vehicle and at least one user terminal;

o communication between the vehicle and at least one extended telecommunications network;

o communication between the vehicle and at least one local telecommunications network.

In step F2, a lateral direction instruction from said positioning data of the affected forced passage zone, said vehicle positioning data and said speed data is determined. The details of the substeps of this determination are given below with reference to FIG. 3.

In step S13, information on the presence of objects in the environment of the vehicle is obtained. This data can be obtained from the vehicle sensor 508 described above with reference to FIG. 1. It can also be obtained from data received from vehicles or infrastructures connected to the vehicle 508. Data from the sensors or received from other vehicles / infrastructures are typically merged to make object detection more reliable.

In the T14 test, it is checked that a reassignment of the forced passage zone is not relevant.

In one embodiment, processing of the information of the presence of objects in the environment of the vehicle is carried out to see whether the continuation of autonomous driving towards the affected forced passage zone does not lead to a danger, or to any situation in which it is more relevant to reassign a new crossing area. If yes, a transmission from the vehicle to the infrastructure of a request for reassignment of the forced passage zone affected by a new forced passage zone is implemented.

In another embodiment, an infrastructure, such as the PG infrastructure, another vehicle or any device connected to the vehicle 508 transmits a request to the vehicle 508 to reallocate a forced passage zone. This means that the device asks the vehicle 508 if it agrees to cross the PG infrastructure through another forced passage zone. This acceptance may be subject to user acceptance or dependent on vehicle parameters such as vehicle speed or object detection on lanes adjacent to that of vehicle 508.

In the event that a reassignment of the forced passage zone is envisaged, new information identifying the newly affected compulsory passage zone is received before a new iteration of the process is implemented.

In the T15 test, the presence of traffic in the environment of the vehicle is tested using the information on the presence of objects. If traffic is detected, typically if objects identified as other vehicles are detected upstream of vehicle 508, an update step

S17 is implemented to inform an infrastructure, such as the PG infrastructure, of other vehicles or any device connected to vehicle 508 of the presence of traffic.

An iteration of the method having then been carried out, an update of the coordinates (vehicle position, vehicle speed and forced passage zone newly affected in the case of a reassignment) is carried out in step S18 then a new iteration resumes at l 'step F2. The data feeding this update are obtained in the same manner as described above in steps S11 and E12.

A non-limiting embodiment has thus been described, in which the method was implemented iteratively, thus making possible real-time autonomous driving not subject to following a trajectory. In particular, steps F2, S13, T14, T15 and S17 are repeated at each iteration of the process. Steps S10 and S11 can be implemented only when a forced passage zone is assigned or reassigned. In a particular embodiment, these steps S10 and S11 are implemented at each iteration. In another embodiment, only certain steps are performed at each iteration, or only at certain iterations (for example one iteration out of four for step T14).

Other embodiments are possible as regards the temporal management of the process. Thus, the iterations can be spaced by variable time intervals, for example correlated to the new detection of an object.

FIG. 3 illustrates the step F2 introduced above with reference to FIG. 2 and relating to the generation of the lateral direction setpoint, in one embodiment.

During a first step E1, the positioning data of the vehicle, positioning data of the forced passage zone, vehicle speed data are obtained. Obtaining this data has been described above with reference to steps S11, E12 and S18 in FIG. 2.

Once these data have been obtained, a step S2 of calculating the distance D between the point V and the point C and of the norm Vr of the speed of V with respect to C is implemented. A way of calculating these quantities is for example given below:

Vr dVC dt d = || Fc || = V (* c - wO ² + y _c - yv ² u _v . (X _c - x _v ) + v _v . (Y _c - y _v )

D

In a next step S3, variation data for the angle η are calculated. In one embodiment, this variation corresponds to a variation with respect to time, and is therefore noted ή (eta point). One way to calculate this quantity is given below:

. Vr ^{η =} τ

In a particular embodiment, the variation of the angle η is directly or indirectly obtained by other measurements of vehicle sensors (such as those described above with reference to FIG. 1) or received from a remote and connected entity to the vehicle (for example a toll barrier supervision camera).

Once the variation data of the angle η obtained, a calculation of a normal acceleration Acns of the vehicle from at least these variation data and of a reactivity coefficient o (Greek letter alpha) is performed at step S4. In particular, a way to calculate this quantity is given below:

Acns - K-Vr-V

The reactivity coefficient can be chosen according to, for example, the driving preferences of the occupants of the vehicle (aggressive driving, with large values of normal acceleration, with high values of o or, on the contrary, driving with low values a) or the dynamic capabilities of the vehicle (possibility of taking turns at a certain speed). A preferred value range of the reactivity coefficient is [2.5; 4,5]. An optimal value is o = 4.

In a particular embodiment, other calculation data are used for the calculation of the normal acceleration Acns. In particular, in this embodiment, a way to calculate the normal acceleration Acns is given below:

is :

, _τζ , _i ί (* c - ^χ ν) · vv - (y _c - yv) -u _v \ αν = tan ---------------------- ----- \ (> C - XvJ-Uy + (y _C - yvJ-Vv / and let β (Greek letter beta) be a coefficient, called the pursuit coefficient, which can vary, for example, according to the same criteria as those detailed above for the reactivity coefficient o, we have:

Acns ⁼ a..V _R .f] + β.άν

In one embodiment, β = 0. In another embodiment, a preferred value range of the tracking coefficient is [2.5; 4,5]. An optimal value is β = 4.

Problems can arise from excessively high normal acceleration values imposed on the vehicle. In particular, maximum steering angles of the vehicle must be respected, a maximum tolerable acceleration for the occupants or even mechanical stresses for the various components of the vehicle can be taken into account.

To solve these problems, a normal acceleration check is performed in steps T5, S6 and S7. In particular, in step T5, it is checked that the normal acceleration Acns is not greater than or equal to a maximum acceleration Amax.

The maximum acceleration / West determined from at least one of the following:

at least one characteristic of the vehicle (for example maximum turning radius, table of maximum angles as a function of speed, etc.);

maximum tolerable acceleration for an occupant of the vehicle (for example twice the weight of the occupant, lateral);

a regulatory constraint.

If, in step S6, the normal acceleration Acns is not greater than or equal to a maximum value Amax, the normal acceleration Acn which will be used to determine the direction setpoint is equal to the normal acceleration Acns calculated at step S4.

On the contrary, if, in step S7, the normal acceleration Acns is greater than or equal to a maximum value Amax, the normal acceleration Acn which will be used to determine the direction setpoint is equal to the maximum acceleration Amax calculated at step S4.

In step S8, a radius of curvature Rc is calculated as a function of the normal acceleration Acn. In particular, a way to calculate this quantity is given below:

_ (u _v ² + v _v ² )

Kr - -------- Acn

This radius of curvature Rc is then used in step S9 to determine a lateral direction setpoint CSGN. A steering wheel or handlebar setpoint are examples of CSGN lateral direction setpoint. To do this, it is for example calculated the angle that the front wheel (s) and / or the rear wheel (s) must make so that the vehicle follows the radius of curvature Rc.

The lateral direction instruction CSGN is then applied so that the vehicle heads, according to the law detailed above, to the forced passage zone SL3.

FIG. 3 represents an example of device D of the vehicle 508. This device D can be used as a centralized device responsible for at least certain steps of the process carried out by the vehicle, according to the invention. The steps of the method carried out by the vehicle, according to the invention, can be carried out by the single device D but also can be carried out for some or all by an off-board device connected to the vehicle, such as a server of the toll gate in charge of off-site autonomous driving of vehicles crossing the toll.

This device D can take the form of a box comprising printed circuits, of any type of computer or even of a smartphone.

The device D comprises a random access memory 1 for storing instructions for the implementation by a processor 2 of at least one step of the method as described above. The device also includes a mass memory 3 for storing data intended to be kept after the implementation of the method.

The device D can also include a digital signal processor (DSP) 4. This DSP 4 receives the data from the sensors to format, demodulate and amplify, in a manner known per se, this data.

The device also includes an input interface 5 for receiving the data implemented by the method according to the invention, such as the vehicle positioning data, and / or received by a vehicle antenna and an output interface 6 for the transmission of the data implemented by the process, such as the lateral direction instruction.

A device similar to the device D described above can also be used to implement the method according to the second aspect of the invention (allocation of the passage zone required by the infrastructure), it is then included in the infrastructure or connected to it (wired or radio frequency link).

The present invention is not limited to the embodiments described above by way of examples; it extends to other variants.

Thus, examples of embodiments have been described above where a road infrastructure of the toll barrier type was described. The invention is not limited to such a toll barrier and may be implemented for other road infrastructures such as a set of vehicle disinfection gantries, vehicle storage boxes, vehicle storage boxes. equipment transported by a self-supporting robot, from a border post, etc.

In addition, examples of embodiment have been described above where a reference frame RP and a Cartesian coordinate system was described to implement the steps of the method which is the subject of the invention. The invention is not limited to such a reference frame and can also be implemented in other reference frames (such as a barycentric or even heliocentric reference frame) or coordinate system (typically polar coordinates).

A system has also been described in which the infrastructure communicates with the vehicle and in particular assigns it a forced passage zone. These communications and processing can be outsourced, typically in cloud computing, so that the vehicle is actually communicating with remote servers.

In addition, examples of mathematical calculations have been described above for implementing the steps of the method which is the subject of the invention. The invention is not limited to such calculations and variations in mathematical expressions are possible.

Claims (10)

1. A method of crossing by a vehicle, the driving of which is at least partially assisted, of a road infrastructure (PG) included on a road (RD), the road infrastructure comprising a plurality of forced passage zones (SL1, SL2 , SL3, SL4, SL5, SL6), comprising the steps of: - reception of information identifying a forced passage zone affected (SL3) by the road infrastructure among said plurality of compulsory passage zones; - obtaining positioning data for the affected forced passage area; - obtaining vehicle positioning data; - obtaining instantaneous vehicle speed data; - determination of a lateral direction setpoint from said positioning data of the affected forced passage zone, said vehicle positioning data and said speed data. 2. Method according to claim 1, further comprising the steps of: - Generation of traffic information from data acquired by at least one vehicle sensor; - transmission of said traffic information to the road infrastructure. 3. Method according to one of the preceding claims, further comprising the steps of: - obtaining information on the presence of objects in the environment of the vehicle; - emission of the vehicle to the infrastructure of a request for reassignment of the forced passage zone affected by a new forced passage zone among the plurality of compulsory passage zones of the road infrastructure. 4. Method according to one of the preceding claims, wherein the positioning data of the affected compulsory passage zone, the vehicle positioning data and the speed data are obtained with respect to a predetermined reference frame, and in which the step for determining the lateral direction setpoint comprises the sub-steps of: o calculation of variation data of an angle between an axis which links the vehicle to the affected forced passage zone and a fixed direction with respect to said reference frame, from vehicle positioning data, positioning zone data affected required passage and vehicle speed data; o generation of the lateral direction setpoint from the vehicle positioning data, the positioning data of the forced passage zone and the variation data. 5. Method according to claim 4, in which the step of determining the lateral direction setpoint further comprises the substeps of: - calculation of a normal acceleration of the vehicle from at least the variation data and a reactivity coefficient; and in which the generation of the lateral direction setpoint is obtained at least from the normal acceleration of the vehicle, and in which, if the normal acceleration is greater than or equal to a predetermined value, the predetermined value is used for the determination of the lateral direction setpoint, the predetermined value being determined from at least one of the following: - at least one characteristic of the vehicle; - maximum tolerable acceleration for an occupant of the vehicle; - a regulatory constraint. 6. Method for assigning a forced passage zone among a plurality of compulsory passage zones included in a road infrastructure (PG) comprising the steps of: - Obtaining a request for a vehicle (508), the driving of which is at least partially assisted and located upstream of said road infrastructure, for the allocation of a forced passage zone among said plurality of compulsory passage zones; - assignment of a forced passage zone (SL3) among said plurality of compulsory passage zones; - transmission to the vehicle of information identifying the affected compulsory passage zone. 7. Method according to claim 6, in which the allocation step comprises the sub-steps of: - determination of a state of congestion in each of the compulsory passage zones; - generation of identification information from said congestion states of the transit areas. 8. Computer program comprising instructions for implementing the method according to any one of the preceding claims, when these instructions are executed by a processor (2). 9. Device (D) for crossing by a vehicle, the driving of which is at least partially assisted, of a road infrastructure included on a road, the road infrastructure comprising a plurality of forced passage zones, comprising: - a reception interface arranged to carry out the operations of: • reception of information identifying a forced passage zone affected by the road infrastructure among said plurality of compulsory passage zones; • obtaining positioning data for the affected forced passage area; • obtaining vehicle positioning data; • obtaining instantaneous vehicle speed data; at least one memory and at least one processor arranged to carry out the operation of determining a lateral direction instruction from said positioning data of the affected forced passage zone, said vehicle positioning data and said speed data. 10. Vehicle (508), the driving of which is at least partially assisted, comprising: - at least one sensor and / or at least one receiver arranged for obtaining: ίο o identification information; o vehicle positioning data; o positioning data of the affected compulsory passage zone; o instantaneous vehicle speed data; - The device according to claim 98.