FR3122927A1 - Maneuvering Aid for cyclists - Google Patents

Abstract

Maneuvering aid device for cyclists making it possible to improve the protection and safety of cyclists comprising a radar device (1), a signaling box (35) installed on the seatpost, a maxi- keyboard (25) or two mini-keyboards (33) and (34). The radar device (1) having a 360° field of view achieved by the implementation of a millimetric antenna (10) and a stepper motor (7) characterized in that the detection of obstacles is performed in two modes of exploratory (79) and guided (82) scanning in continuous operation, intuitive or following the appearance of an external event. The radar device (1) interfacing with a display (63) by a CAN or serial or wireless link (54) and comprises a man-machine interface (64) allowing the display of the recommendations of the radar (1) d perform the coveted maneuvers or repel them.

Description

Maneuvering Aid for cyclists

The invention relates to the field of the protection of cyclists belonging to vulnerable road users (UVR) using a millimetric radar which detects the presence of moving or stationary vehicles of all types and having a 360° field of vision. The radar is activated when the cyclist requests assistance to carry out risky maneuvers such as approaching a multi-lane crossroads, level crossing, intersection or roundabout with a roundabout.

In fact, the road layouts of most cities, whether urban or interurban, lack basic cycling infrastructure such as bike lanes, shared sidewalks, reverse bike lanes, signage, etc. Therefore, users of this type of transport suffer serious and even fatal injuries if they get involved in road accidents. Additionally, most of these recorded crashes indicate that the cyclists were struck from the front or sides of the vehicle. In general, regardless of the type of vehicles where bicycles are involved in collisions, the causes are often attributed to carelessness, attitude and behavior towards cyclists. A predisposed mindset sustains these attitudes by assuming the bikes are too slow and too thin to take up part of the road. Another predisposed state of mind is related to the immunity that a motorist has in the event of an accident with a bicycle when the damage to the vehicle or to the motorist will be insignificant. In addition, buses, light commercial vehicles or heavy trucks are statistically the category most involved in fatal accidents with cyclists due to the visibility to the right due to the width of the windshield and the height of this type of vehicle, especially when maneuvering in bends.

Inopportunely, the safety devices and accessories available to cyclists to reduce the risk of accidents are still scarcely available, ineffective and impractical. For example, the traditional visor for rear vision is one of the most available accessories, but it is not offered as standard equipment on bicycles and generally comes as an upgrade with no guarantee of quality. Traditional mirror mirrors for bicycles do not reduce the risk of an accident since they have a large blind spot and do not allow a proper appreciation of the speed and the distance between the bicycle and the vehicle coming from behind. In addition, during sporting activities, cyclists lean forward to reduce wind resistance, which makes the use of mirrors extremely difficult. On the other hand, bicycle mirrors often break and even present an additional risk for the cyclist in the event of a fall. Since most bicycles are provided without conventional mirrors, cyclists are forced to signal with physical gestures such as extending their arms to show the direction of the maneuver or continually turning their heads to ensure the absence vehicle coming from behind. These actions are usually accompanied by a momentary loss of balance and random rotations of the handlebars.

The present invention aims to provide more UVR protection under the category of users using electrically assisted bicycles, tricycles or scooters commonly referred to as VAE. Admittedly, providing a VAE equipped with a radar makes it possible to carry out planned maneuvers classified as "risky manoeuvres", for example, turning left, avoiding obstacles, changing lanes, etc. In addition, the present invention is not limited to the improvement of UVR safety by millimeter radar technology, but also encompasses the predisposition to the implementation of designated vehicular or Bicycle-to-Everything (B2X) road communication. ) while bicycles can communicate with surrounding vehicles, buses and shuttles, infrastructure such as traffic, traffic lights, railroad crossings, etc. The present invention incorporates communication between bicycles-to-like (B2S) for pedelecs equipped with a controller having a B2X module connected to the maintenance, fleet management and after-sales service server allowing the exchange of information between similar in relation to radar data in the case of sport or leisure cycling in a herd, critical state of charge of the battery and the coordinates of the charging stations.

In the embodiments, the field of view of the radar covering a 360° angle housed in a plastic enclosure that can be installed on the bicycle head tube, on the seat post, on the seat tube, on the steering tube, on the handlebars of the bike or on the luggage rack. The use of the maneuvering aid for cyclists is not limited to bicycles but also to scooters, tricycles, scooters and scooters. The radar is interfaced by a wired or wireless means to any smart wireless or wired device having a touch-sensitive or button-navigable display, such as smartphones, tablets or any other specific connected screen or to smart mini-on-board displays placed on the VAE. The man-machine interface (HMI) of the maneuvering aid for cyclists is an application embedded on one of the smart and connected displays. It is activated voluntarily by the cyclist to assist him in carrying out a maneuver presenting a risk. Activation of the assistance application triggers the search mechanism for vehicles or static or moving obstacles which could constitute a risk during this manoeuvre. Firstly and depending on the type of manoeuvre, turning left or right, going straight on at a crossroads or avoiding an obstacle, the millimeter radar performs an exploratory scan, then switched to detect obstacles that may interfere with the planned maneuver and suggest the strategy for a safe passage. This safe passage strategy is displayed on the screen of the connected smart device and simultaneously indicated by two-color light-emitting devices (LEDs) placed on the handlebars of the eBike.

The technologies adopted by the present invention include a millimeter radar which emits short length magnetic waves. It emits signals to all objects on the trajectory following the field of view which are subsequently reflected and picked up by the two-dimensional antenna. These types of radar systems are relatively small and operate on frequencies between 76 and 81 GHz or on a narrow band of 60 GHz with a wavelength of about 4 mm and having the property of detecting the movement of objects. down to one-fifteenth of a millimetre. The received and transmitted waves require a specific transceiver called an RF sensor integrating four receiver channels and two transmission channels with a bandwidth of 4 MHz. The RF sensor includes an automatic calibration and self-test system to adapt to environmental conditions and ambient light. The RF sensor can handle multiple transmit (Tx) and receive (Rx) channels to improve object detection accuracy, resulting in better measurement resolution such as relative speed, angle of the object, size and distance from the cyclist. The field of vision of the millimetric radar is 360° in exploratory mode then, depending on road traffic situations, the referral mode is initiated. To carry out the initial exploratory scans and the switched mode, the radar board is interfaced to a high speed and precision stepper motor and controlled by the controller of the auxiliary radar board.

The auxiliary board is equipped with a microcontroller which interfaces with the RF sensor in a serial link designated UART to retrieve data from the radar, in particular, the relative speed of the obstacle, the coordinates, the size of the obstacle and the angle relative to the bike, and which will subsequently be processed by the auxiliary microcontroller. The processed data is sent by wireless communication or through a wired serial link or on the CAN bus to the intelligent and connected display to display them on the on-board application called "Maneuvering Aid for Cyclists", on the maxi-keyboard or the two mini-keyboards as well as the signaling box installed behind the VAE. The auxiliary board is powered by the VAE controller which in turn powers the millimetric radar board, the two mini-keyboards or the maxi-keyboard and the signaling box. The keys of both keyboard types are equipped with two-color light-emitting diodes (LEDs) and controlled by the auxiliary board controller.

The radar device is also equipped with an inertia measurement unit used to decorrelate the signals generated by the vibration and those received by the millimeter antennas. In certain circumstances, while the cyclist is going through a tunnel, the global positioning device (GPS) of the smart and connected display, for example, smartphone or tablet, loses track of the coordinates of the bicycle, the unit of measurement of the inertia triggers a kinematic trajectory algorithm to continuously evaluate the new coordinates until the GPS signals are reconciled. In addition, and based on the nature of the manoeuvre, the inertia measurement unit makes it possible to determine the coordinates of the VAE before the request for assistance and at the end of the maneuver in order to be able, in the case of the needed, estimate the completion of the desired maneuver.

In addition, the initial position of the radar antenna is directed towards the rear of the bicycle with a field of view of 120° and scans objects at a distance of up to 220m, then depending on the maneuver and in referring to the
[Table 1], the radar scans in the other two directions and reduces the rotation if possible by targeting the vehicle(s) of any type that may pose a risk to the cyclist. Therefore, the field of view of the millimeter radar antenna is divided into three viewing angles of 120° each and being able to interpose when the objects of interest are located at an angle less than 360°. The transition between two scanning regions must not exceed 50 ms and the complete processing of the reflected waves is completed in 200 ms per cycle. Once the initial scan has been performed and in response to the rider's request for assistance, objects may fall into a much narrower field of view and the scan is therefore reduced to a needled mode. In the embodiments, the cyclist voluntarily estimates the need for maneuvering assistance and presses one of the five buttons described in [Table 1], displayed on the connected smart display or one of the keys two mini-keyboards placed near the left and right wrists of the bicycle handlebars or by ergonomic option, on one of the five keys of a maxi-keyboard. For example, when the cyclist requests assistance to turn right deemed to be “at risk”, the radar begins to scan while the button on the HMI or the corresponding key on the mini-keyboard or the right maxi-keyboard continues to flash. After performing the needle scan, if necessary, the connected and intelligent display indicates the positions, relative speeds and category of the objects of interest. At the same time, the device recommends via the "turn-right" button of the HMI or the keyboard to take the appropriate action at this time, to slow down or to stop until the object or the objects of interest are no longer present. The instantaneous recommendations of the maneuver aid device to the cyclist and the data displayed on the screen's HMI enter into the context of assistance with maneuvers deemed to be at risk to enable him to carry out the maneuver in a more informed and may deviate from it.

[Table 2] illustrates the assistance sequences to respond to the cyclist's request for assistance to "turn-right". In the initial state, the "go-straight" arrow is illuminated in solid green represented by a checkered arrow while the right direction arrow is unlit and represented in solid black. at the request of the assistance cyclist to "turn-right", the default state is extinguished and the "1" state is triggered, indicated by the "turn-right" arrow which begins to flash in green and represented by a hatched arrow until the end of exploration and switch sweeps. As soon as the scanning phases have been completed, the radar device recommends carrying out the desired maneuver and in this case the direction arrow to the right becomes solid green corresponding to state “2a”. Otherwise, the device recommends slowing down according to state "2b" or stopping "state 2c" and the direction arrow turns red, represented by a dotted arrow until the obstacles disappear. State "3" in [Table 2] indicates that the cyclist can finally perform the maneuver and the device returns to the "initial" state. [Table 3] treats the example of assistance to perform a left turn. In the initial state, the "go-straight" arrow is illuminated in solid green, at the request of the assistance cyclist to turn left, the default state turns off and state 1 triggers designated by the “turn left” arrow which starts flashing green until the end of exploration and switch sweeps which focus on obstacles in front of the cyclist and on the other sides of the road if they are t is a multi-lane crossroads. Subsequently, the radar device recommends carrying out the desired maneuver and in this case, the arrow becomes solid green corresponding to state "2a". Otherwise, the device recommends slowing down according to state "2b" or stopping "2c" until the disappearance of the obstacles according to state "3". After performing the “turn left” manoeuvre, the protection device returns to the default state. In all cases, the end of a maneuver accompanied by assistance ends with pressing the corresponding button on the HMI or the corresponding key on the two types of keyboards. If the cyclist does not perform this operation, the inertia measurement unit correlates the movements of the cyclist before and after the maneuver assistance, the auxiliary board controller determines the transitions and the end of the maneuver and the radar device triggers reset after 2 seconds. [Table 4] indicates the default state "go-straight" and which is triggered automatically after the end of each assistance request. After the transition to the default state designated "initial state", the millimeter radar device performs a needled sweep towards the front of the cyclist and in the absence of an obstacle, the "go-straight" arrow remains green, otherwise it turns red either indicating state “2b” or state “2c” advising the cyclist to slow down or stop. As soon as the obstacles disappear, the arrow turns flashing green and then turns solid green. [Table 5] describes the steps to be taken when assisting in a maneuver around or overcoming an obstacle. When assistance is requested in voluntary or continuous mode, the bypass arrow becomes flashing green according to status "1", then solid green if there is no obstacle. Otherwise, the obstacle avoidance arrow turns red and depending on the circumstances is accompanied by the recommendation to slow down “2b” or to slow down “2c” until the risk disappears. The parking assistance sequences following a voluntary request from the cyclist, trigger a scan specific to this maneuver. Indeed, and in the event of an emergency for example, a mechanical breakdown, the cyclist can request assistance to stop on the side of the road. The maneuvering aid points the scan to the right of the cyclist with a static field of vision of 120°. Signaling symbolized by the letter "P" turns flashing green indicating that the request is being processed. The transition to state "2a" designated by a bypass arrow in solid green, indicates the recommendation to park. Otherwise, the radar device does not recommend the “state” action until the obstacles disappear. The request for assistance from the cyclist to park can take place on the left side of the road and in this case the cyclist must press the two buttons “turn left” and “P” simultaneously. [Table 6] illustrates the assistance sequences to park or stop safely.

Mainly, the protection of cyclists by millimetric radar is carried out by a voluntary request for assistance, but the cyclist can choose a continuous scan or the automatic activation mode designated "intuitive" which following the presence of an external event, for example, siren, ambient noise, multiple braking sequences, etc. indicating significant road activity, etc., the speed camera is triggered and transmits its recommendations. This intuitive mode ends when the external events disappear. The choice of activating one of these assistance modes is made via a drop-down menu on the HMI of the on-board application. Activating the continuous scanning mode displays all the maneuvers possible or to be deferred at the moment on the HMI of the smart and connected screen as well as on the two mini-keyboards or the maxi-keyboard. [Table 8] illustrates the 22 possible displays of maneuvers that can take place instantly or that can be postponed. But during the continuous sweep, one or more maneuvers cannot be competitive, for example, if the cyclist wishes to turn left and the radar device indicates a red arrow on the HMI, on the left mini-keyboard or on the key of the maxi-keyboard, it is also not possible to overtake or circumvent an obstacle.

The radar device includes an audio sensor to capture the sound of sirens from priority vehicles, eg ambulances, fire engines, police, etc. The detection of the presence of priority vehicles is carried out by analyzing the audio spectrum of the sirens, the periodicity and the amplitude with filtering of the ambient noise just before the detection of a peak in the level of the noise anticipated that of a siren . A third-order, low-pass filter with a cutoff frequency around 8KHz makes it possible to focus the spectral analysis on audible octave bands between 35.1Hz and 8000Hz. Acquisitions of the millimetric radar during assistance with "risky maneuvers" are automatically merged with the analyzes of the audible spectrum and in the case of the presence of a siren, the request for assistance from the cyclist to perform a "risky maneuver will be canceled and the only recommendation displayed on the connected smart display and the keypad is to "slow down or stop" represented by the capital letter "P".

The symbols of the requested maneuvers indicated in [Table 1], in the layout of the invention, allow the symbolization of the maneuvers that the cyclist wishes to perform. The differentiation between the standard signs adopted by the highway code is intentional in order to allow differentiation between a vehicle and a bicycle or tricycle to establish the perception of speed and the real size of this type of means of transport and further reinforce the UVR protection measures. In addition, conventional position lights or reflectors installed at the rear of bicycles create additional confusion among engine manufacturers where these signals are often perceived as being a vehicle with a single position light in operation.

The maneuvering aid device for cyclists having a human-machine interface (HMI) which is an application under various platforms and embedded in the connected and intelligent display, comprising wireless and/or wired communication allowing the exchange of data with the radar and controller and the VAE. The HMI is initiated by pressing a dedicated icon, symbolized by a 360° circle with two arrows located on the perimeter and oriented clockwise and located on the desktop of the screen, or by two presses consecutively on one of the keys of the two mini-keyboards or on one of the keys of the maxi-keyboard. Closing the application is triggered by pressing the "Exit" button on the embedded HMI or by pressing two consecutive presses on one of the keys of the two mini-keyboards or on one of the keys of the maxi-keyboard. The HMI of the maneuvering aid for cyclists is divided into two main parts: a lower part comprising the five maneuvering keys and the upper part is dedicated to the display of fixed or mobile obstacles which may interfere with the maneuver coveted by the cyclist, the relative speeds, the distances between the cyclist and these objects as well as the type of each vehicle or object. The upper part of the human-machine interface includes by default a representation of a four-way intersection. The display of moving or fixed objects is indicated relative to the position of the cyclist. The radar maneuvering aid device for cyclists makes it possible to distinguish the type of a mobile or fixed obstacle by a method of measuring the relative power reflected by the object and expressed in decibels in relation to the distance separating the cyclist . The measurements of the relative power of the reflected waves are instantly compared with those of the reference objects stored in the memory of the radar having the same relative speed and distance, taking into account the background noise generated if the object was not present as well as the vibrational spectrum. The representation of the obstacles that can interfere with the maneuvers desired by the cyclist in voluntary assistance mode or in continuous scanning is indicated in [Table 7]. The maneuvering aid for cyclists displays the detection of objects in the form of an image or in alphabetical letters. For example, if the device detects a bus or a truck, the object appears in the form of the letter “T” on the screen of the smart and connected means. With the fusion of data from the radar and the audio system, the detection of a priority vehicle, a ringing bell in red appears on the upper part of the screen. If a priority vehicle appears on the screen, the maneuvering aid recommends that the cyclist give way and therefore cancels any request for assistance. To symbolize various obstacles, such as human beings, animals, piles of sand or stones, etc., the on-board application displays the letter "X"

In the embodiments and depending on the relative speed and the
etc., the mobile app displays the letter “X”.
In the embodiments and depending on the relative speed and the distance between the cyclist and the moving or immobile obstacles, the microcontroller of the auxiliary electronic card of the radar device is set to perform the calculation of the level of risks associated with a maneuver in progress in any operating mode, continuous, intuitive or on demand. For example, when a vehicle is traveling at 60 km/h behind a bicycle which is moving at a speed of 15 km/h, the critical distance is 72 m. If the bicycle is traveling at a speed of 25 km, the critical distance becomes 56 m. This algorithm is based on the ability of the vehicle coming from behind to overtake the cyclist. The critical distance is determined from [Math 1] which depends on the relative speed between the bike and the vehicle coming from behind. where ΔV is the relative speed between the object and the cyclist expressed in m/s and normalized by a factor of 0.278 and the safety factor of 1.6 expressed in seconds. From a distance D of 0.8* Dcritical and depending on the situation, the maneuvering aid for cyclists recommends postponing the desired maneuver.
[Math 1] is also valid for stationary obstacles where the relative speed is restricted to the absolute speed of the bicycle. [Math 1] does not take into consideration the case where the pedelec and a rolling obstacle parallel to the right or left side of the cyclist which does not interfere with any maneuvers. Below is a brief description of the figures:

Radar device (1) having a right clamp (2) of variable diameter and a left clamp (3) of variable diameter for installation on the tubular handlebar of the bicycle. A red light-emitting diode (LED) (4) indicating that the radar is powered and in good working order, otherwise, if the LED (4) flashes this is to signal the presence of an anomaly. The blue LED (5) indicates the communication flow between the radar (1) and the smart, connected display. The LED (6) designates the absence of sweep when it is solid green and flashes green with a variable frequency depending on the exploratory or needle sweep modes.

Radar device (1) composed of a stepper motor (7) of high precision and speed allowing the rotation of the card of the millimetric antenna (10) for the realization of the modes of exploratory and directed sweeps. The sheath (8) makes it possible to match the axis of rotation of the stepper motor and the fixing base (9) of the millimetric radar card (10) which is fixed by the screw (16). The millimeter radar board (10) includes a harness (13) having two power leads and two serial communication leads. The cable grommets (12) and (14) allow the passage of the harness (13) and the rotation of the millimetric radar card (10). All of the cable grommets (12) and (14) are screwed on by two screws (11) and (15). The auxiliary electronic board (17) on which the other end of the harness (13) is welded also comprising a rechargeable battery (18) and the harness (20) having two power supply wires coming from the harness (21) and the four wires of the motor controller, the control wires of the LEDs of the maxi-keyboard or of the two mini-keyboards which are reconnected with the harness (21) as well as the two CAN or serial communication wires with the smart and connected display. The auxiliary electronic card is fixed inside the device to the radar (1) by two sets of screws (19) and (22).

The maneuvering aid device for cyclists is arranged on the steering handlebar (24) of the VAE disregarding the signaling box, and equipped with wireless (26) or wired communication of the CAN or serial type allowing the communication with the intelligent and connected display (22) secured on the steering handlebar (24) by a support (23). A maxi-keyboard (26) placed next to the joystick (26) allowing the start and the exit of the mobile application as well as the requests for assistance, the display of the transient states of scans and the recommendations of the device. maneuvering aid for cyclists.

The maxi-keyboard, installed on the steering handlebar of the VAE by a clamp (32), composed of five electroluminescent keys. The key (27) represents assistance or a request for assistance to “turn left”, the key (28) by default active in green, represented by a right arrow. The key (29) represents assistance or a request for assistance to "turn-right" as well as the transition states of the request. The button (30) represents the state of the assistance or a request for assistance in maneuvering to "go around" an obstacle. The "P" button (31) indicates assistance or a request to park the pedelec or a warning from the radar device to slow down or stop until the obstacles disappear.

Mini-keyboard (33) composed of an electroluminescent key indicating requests for assistance for “turn-left” and of an electroluminescent key placed below to assist in overtaking or circumventing an obstacle. The mini-keyboard (33) is placed ergonomically to the left of the cyclist on the handlebar of the VAE. The mini-keyboard (34) ergonomically placed to the right of the handlebar of the bicycle comprising the electroluminescent key for "turn-right", below, the electroluminescent key to indicate the request for assistance to park or indication to shift a specific maneuver request. The electroluminescent key of the mini-keyboard (34) symbolized by a right arrow placed to the left of the two other keys designating navigation in the straight-ahead direction.

A signal box (35) installed on the seatpost comprising the five maneuver assistance signals indicated in [Table 1]. The attachment to the seat post is ensured by two clamps of adjustable diameter.

The signaling box comprising an electromagnetic actuator for activating the "turn-left" signaling indicated by an arrow (41). At rest, the light-emitting arrow (41) is embedded in the case. As a result of the recommendation of the maneuvering aid for cyclists to perform the "turn-left" maneuver, the electromagnetic cylinder is activated to push the boom (41) through an angle of 90°. The arrow (41) returns to the initial position when the maneuver is completed by pressing the corresponding key of the HMI or the "turn-left" key of one of the two types of keyboards, or intuitively if the button was not pressed. The "right turn" signaling arrow (37) is activated when the cyclist uses the maneuvering aid for cyclists and moves to a 90° position until the end of the maneuver recommended by the device. The "go-straight" signaling arrow (40) indicating the default direction and illuminated in solid green, in the presence of an obstacle or a request for assistance with the maneuver, the arrow (40) becomes extinct. Signaling (39) designated by the letter "P" is activated when the cyclist makes a request for assistance to park, or a recommendation to stop, slow down or postpone another request for assistance with the maneuver . The curvature arrow (38) of the signaling box is activated when the cyclist makes a request for maneuver assistance to circumvent an obstacle or overtake. The signaling box is held by clamps (42) and (43).

Architecture of the radar device (44) comprises a microcontroller (45) communicating with the RF sensor (49) in a serial link for the processing of requests for assistance with maneuvers deemed to be at risk. The RF sensor (49) sends the detection requests on several "Tx" channels to the millimeter antenna (48) and receives the waves reflected on several "Rx" channels. The wireless communication module (47) is interfaced bidirectionally to the microcontroller (45) by a serial link to transmit the data to the smart and connected display (63) in the absence of wired CAN or serial communication and to the controller (58) of the VAE. The architecture of the radar device (44) also includes a stepper motor (50) for the 360° obstacle exploration scans and in needle mode. The architecture of the radar device (44) includes a supply and control (51) of the LEDs of the two mini-keyboards or of the maxi-keyboard (69). The signaling box (70) is also powered by (51). An IMU module (46) for correlating the steering angle of the bicycle with the oncoming vehicle at any angle of arrival, or under certain circumstances, while the cyclist is passing through a tunnel, the device for global positioning (66) of the smart and connected display momentarily loses contact with the satellite constellation, the IMU (46) takes over the progress of the trajectory of the bicycle until the restoration of GPS communication. In addition, the module (46) makes it possible to correlate the position of the cyclist before and after the request for assistance with the maneuver and assists in the resetting if necessary. The architecture of the radar device (44) also has an audio module (52) allowing the detection of priority vehicles. The architecture of the radar device (44) also includes a power supply circuit (53) having as input the voltage of the battery of the VAE coming from the controller (58). The controller (58) of the VAE is equipped with a Bicycle-to-All (B2X) communication module (55) communicating in wireless mode (57) or in a wired way (54) with the radar device (1 ) to further enhance UVR protection. The module (55) making it possible to collect information otherwise inaccessible to the maneuvering aid device for cyclists, such as traffic lights, climatic conditions, charging station, level crossing, etc. in provisions for the implementation of the B2X protocol (59). When the controller (58) of the VAE is equipped with the B2X module (55), the radar device (44) can send security information related to the VAE by wireless, wired type CAN or serial communication (54) to the controller ( 58) which will subsequently be processed and transmitted by wireless means (60) to the remote server or by Bicycle-to-Bus (B2Bus) communication (61). The B2S network (62) ensures the exchange of community information between bicycles, pedicabs, scooters, and the like. These exchanges between cyclists, which can be transmitted between VAE by the B2X module (55) and which can include the presence of obstacles and their coordinates, presence of priority vehicles, etc. Communication between similar bicycles allows the information gathered by the maneuvering aids for cyclists and other sensors to be exchanged and sent to the clouds by a means of wireless communication. In addition, the B2S network (62) makes it possible to plan the recharging of the batteries of the VAE to avoid the sudden depletion of energy mainly during night navigation. The architecture of the radar device (44) envisages communication with the intelligent and connected display (63) by a wired or wireless means (54). The wireless communication takes place bi-directionally between the module (47) and the modules (67), (68) of the display (63). This communication makes it possible to display the obstacles detected by the radar device (1) on the screen (64). The activation of the maneuvering aid HMI for cyclists is activated by pressing the icon (65) or by two consecutive presses on one of the keys of the two mini-keyboards or on one of the keys of the maxi-keyboard (69).

The flow diagram begins (71) with the presence of the radar maneuvering aid device for cyclists. The cyclist must activate (72) the "maneuvering aid for cyclist" mobile application by pressing the button on the HMI or twice on one of the buttons on the maxi-keyboard or one of the two mini -keyboards. The cyclist can choose between continuous sweeping, sweeping on external events or sweeping on demand (73). If continuous scanning is selected, the continuous mode HMI (86) of the smart and connected display shows obstacles in all directions. The cyclist's maneuvers and the Radar Cycling Maneuvering Aid's recommendations to continue the maneuver or push it back are instantly displayed on the mobile app's HMI keys, on one or more of the keys of the two mini-keyboards or the maxi-keyboard as well as on the signaling box. If the maneuvering aid device for cyclists detects the presence of a siren of one of the priority vehicles (87), the cyclist must give way (88) until it disappears (89), otherwise, he must follow the indicators on the HMI or keypads (95) to complete the desired maneuver. Scanning in external event mode (92) is selected by the “Mode” function of the HMI of the mobile application. As soon as an external event appears, for example sirens, frequent pressing of the brakes, abrupt rotations of the handlebars, etc., the radar triggers the exploration and referral scan and recommends the possible maneuvers at the moment (93) . When the external events (94) disappear, the maneuvering aid device for cyclists becomes inactive (96) and the maneuvering aid device goes into standby mode (97). If the cyclist chooses not to use the continuous scan (73), the on-demand assist mode is activated (74). By default, the cyclist navigates straight (90), if for example the desired maneuver is to "turn-left" (75), the cyclist must continue straight (76) while the corresponding button on the HMI and that of both types of keypads is in flashing mode (78). At the same time, the maneuvering aid for cyclists triggers the exploratory scan (79) then the shunting mode (82) in the event that objects presenting a risk have been detected (81) subsequent to the end of the shunting mode. exploring (80). If the presence of one or more priority vehicles is detected (78), the cyclist must give way (91). Otherwise, and in the absence of a siren and obstacles, the cyclist can safely turn left (98). In the case of this example, the keys on the mobile app's HMI and the corresponding key on one of the two types of keyboards are solid green. During this time, the recessed arrow of the signaling box is activated and puts itself in a 90° position and is illuminated in green (99). If the maneuver is completed (100), the cyclist must reset the assistance button to zero (101) by performing two consecutive presses on the corresponding button of the mini-keyboard or the maxi-keyboard. If the reset (102) has not taken place, the IMU estimates the progress of the maneuver and verifies its completion (103) and the reset will take place in 2 seconds (104) unless the cyclist performs a another request for assistance. The end of the maneuver and the reset are characterized by the end of execution state of the maneuver assistance (105).

The vehicle (108) rolls behind the cyclist at a relative speed (114) of 35 km/h with an angle of 2 degrees and at a distance of 44 m. The vehicle (108) signals the right turn (109) at the intersection (106). The road situation is represented in the HMI of the mobile application (117) showing the crossroads (112) image of the crossroads (106). V1 (110) represents the vehicle (108) driving behind the cyclist (107) and represented in the HMI by a star (111). The HMI retrieves the data from the radar and displays the detected vehicle V1 (113) at the top right of the HMI, the relative speed (115), the distance between them (114) and the angle relative to the axis of rotation of the handlebar of the bicycle. Knowing that the intention of the vehicle (108) is to turn right at the crossroads (106), the right arrow of the MMI (116) remains green as long as the critical distance has not yet been reached. The representation of the obstacles and their types on the HMI of the smart and connected display is shown in [Table 7].

The vehicle (108) approaches the advantage of the cyclist (107). The relative speed between the vehicle represented by V1 (119) and the cyclist represented by a star (120) on the MMI becomes in this example, 10 km/hour (124). The distance (122) separating V1 (119) and the cyclist (120) is 0.8m and at an angle (123) of 31°. The critical distance is reached and the 'go straight' arrow (127) turns red the 'P' key (126) turns solid green because the radar recommends that the cyclist slow down or stop firmly.

Claims (9)

Maneuvering aid device for cyclists fitted with a millimetric radar (1) having a 360° field of vision capable of detecting moving and stationary obstacles in two modes of exploratory and guided scanning to improve the protection of cyclists classified among the most vulnerable road users. Maneuvering aid for cyclists according to claim 1 having three modes of operation: assistance mode (74) on request of the cyclist, intuitive mode following the presence of external events (92) or in radar scanning mode keep on going. Device according to claim 1, comprising:

• a) a stepper motor (7), of high precision, controlled by the controller of the auxiliary card (17) of the radar allowing the rotation of the millimetric antenna (10) around an angle of 360° in exploration mode (79) and in referral mode (81).
• b) an audio module (52) allowing the detection of priority vehicles and the cancellation of any request for assistance in maneuvering except that of assistance in parking or stopping.
• c) wireless or wired communication (54) via a CAN or serial link allowing communication between the smart and connected display (22) which can be a smartphone, a tablet, or any other specific connected screen or smart mini-displays and connected capable of displaying radar data (1).
• d) an inertia measurement unit (46) capturing the signals generated by the vibration, triggering the kinematic trajectory algorithm to continuously evaluate the new coordinates of the pedelec in the event of loss of the GPS signals (66) up to that they are reconciled and ensuring the triggering of the reset (103) if the cyclist does not perform it by pressing the corresponding button of the HMI of the on-board application of the smart display (22) and connected or the counterpart key of the two types of keyboards (25), (33), (34).
• e) a supply and control (51) of the light-emitting diodes (LED) located below the keys of the two mini-keyboards (33), (34) or of the maxi-keyboard (25).
• f) a power supply (51) for the signaling box (35) installed on the seat post of the VAE.
• g) a wired or wireless communication module (60) exchanging radar data with the VAE controller equipped with a B2X type communication module (55).
• h) a microcontroller (45) interfacing with the RF sensor (49) characterized in that the radar data are processed and sent to the smart and connected display (63), to the maxi-keyboard (25), or to the two mini-keyboards (33), (34), as well as the signaling box (35).

Maneuvering aid device for cyclists with radar (1) according to claim 3 interfacing by wire with two mini-keyboards (33), (34) placed in an ergonomic manner on either side of the axis of rotation of the handlebars of the VAE or with a maxi-keyboard (25) placed on the right or on the left, characterized in that the man-machine interface of an on-board application is activated or closed by pressing one of the keys of the two types of keyboards (25), (33), (34) and being able to display all the possible maneuvers in continuous scanning mode. Device according to claim 3 interfacing with a signaling box (35) placed on the saddle post allowing the display of data from the radar (1). Device according to claim 4 sending data from the radar (1) by wireless or wired communication (54) of the CAN or serial type to the on-board application of the smart and connected display (63) in order to display the position of the cyclist (111), moving (110) and stationary obstacles in all directions that may interfere with the maneuver desired by the cyclist as well as the relative speeds (124), the relative distances (122), the angles (123) with respect to the main axis of the radar device (1) and the types of obstacles. Device according to Claim 6 able to display the categories of obstacles on the screen (64) of the intelligent and connected display, characterized in that the category of light cars is designated by the symbol "V", the category of heavy trucks or bus represented by the letter "T", the category of priority vehicles represented by a ringing bell, the category of similar represented either by a graphic symbol of a bicycle or by the letter "S" and the rest of the objects represented by the letter "X" Device according to claims 3 and 6 allowing the detection of the presence of sirens (87) of several types of priority vehicles such as police, ambulance, etc. and displaying them on a man-machine interface (116) of an on-board maneuvering assistance application for cyclists instantly displaying the action to be taken to yield the right of way (89). Device according to claim 3 interfacing with the VAE controller (58) by wireless, wired CAN bus or serial link, characterized in that the data received by the Bicyclette-à-tout (B2X) module (55) between VAE and the like in order to ensure B2S protocol communication (62) through a maintenance or fleet management server.