WO2009133104A1 - Procede de representation visuelle de l'evolution temporelle d'un ecart courant entre une valeur reelle et une valeur optimale d'un parametre a l'aide d'au moins trois signaux lumineux activables - Google Patents
Procede de representation visuelle de l'evolution temporelle d'un ecart courant entre une valeur reelle et une valeur optimale d'un parametre a l'aide d'au moins trois signaux lumineux activables Download PDFInfo
- Publication number
- WO2009133104A1 WO2009133104A1 PCT/EP2009/055130 EP2009055130W WO2009133104A1 WO 2009133104 A1 WO2009133104 A1 WO 2009133104A1 EP 2009055130 W EP2009055130 W EP 2009055130W WO 2009133104 A1 WO2009133104 A1 WO 2009133104A1
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- values
- range
- current
- value
- delay
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Classifications
-
- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/123—Traffic control systems for road vehicles indicating the position of vehicles, e.g. scheduled vehicles; Managing passenger vehicles circulating according to a fixed timetable, e.g. buses, trains, trams
-
- G—PHYSICS
- G07—CHECKING-DEVICES
- G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
- G07C5/00—Registering or indicating the working of vehicles
- G07C5/02—Registering or indicating driving, working, idle, or waiting time only
- G07C5/06—Registering or indicating driving, working, idle, or waiting time only in graphical form
Definitions
- the present invention relates to the field of human-machine interfaces, in particular those intended to assist the steering of a vehicle.
- the present invention more specifically relates to a method intended to be implemented in a human-machine interface of a land vehicle, such as a bus, a tram, a train or any other type of land vehicle.
- a land vehicle such as a bus, a tram, a train or any other type of land vehicle.
- the driving is generally performed by a human driver who himself determines the operating parameters of the vehicle, such as speed, acceleration or engine speed, depending on the course but also its experience and his pilot dexterity.
- the driver also takes into account certain constraints such as the time required to travel the route or the energy available to travel this route.
- pilot assistance methods for determining an optimum value of a parameter for a current position of the vehicle and, consequently, a current difference between this optimum value and a real value of the parameter for said current position of the vehicle.
- current position is meant the position of the vehicle at the current time.
- An object of the present invention is to propose a method of visual representation of the temporal evolution of this current difference using at least three activatable light signals.
- the invention achieves its object by the fact that the method comprises;
- a second transition step which is carried out if the current range of values is not contiguous with the previous range of values, a step in which, after the lapse of a second delay, the luminous signal associated with the range of values values are deactivated and the light signal associated with a value range contiguous to the previous range of values, the intermediate range of values, is activated, then, after a third delay has elapsed, the light signal associated with the range. value is deactivated and the signal light associated with the current value range is activated.
- the current range of values is the range of values in which the current deviation at the current time is found, while the previous range of values corresponds to the range of values in which the current deviation was located. at the previous moment.
- the previous range of values is the old range of values.
- contiguous is meant, in the sense of the present invention, that the previous range of values has a single value in common with the current value range.
- this common value is the lower bound of one of the two ranges and the upper bound of the other range of values.
- no transition step is performed if the current range of values is identical to the previous range of values. It is also understood that the second transition step is performed only if the current value range and the previous value range have no value in common. That is, when the intersection of these two ranges is empty.
- the driver is informed in real time of the temporal evolution of the current difference, so that he can act on the controls of the vehicle to correct this difference in the reducing or even canceling it.
- the actual value of the parameter is changed as a result of which the difference between the actual value and the optimum value changes.
- one of the three light signals serves to indicate an acceptable deviation while the other two light signals serve to indicate that the difference between the actual value and the optimum value is not acceptable so that the driver must modify his behavior to reduce the gap.
- One of these two other light signals preferably allows to indicate a positive unacceptable difference, that is to say that the real value is too much greater than the optimum value, while the other light signal is used to indicate a negative unacceptable deviation, ie the actual value is too much lower than the optimal value.
- the parameter is the speed
- the light signal which serves to signal the driver a positive unacceptable difference when activated, it means that the actual speed is too much higher than the optimal speed and therefore that the driver must slow down.
- the light signal used to signal the driver an unacceptable negative deviation when activated, it means that the actual speed is too low to the optimal speed and therefore that the driver must accelerate to reduce the current gap.
- the first transition stage corresponds to an insignificant change in the current gap, whereas the second transition stage corresponds to a relatively greater evolution of this difference.
- the second transition step causes the temporary activation of at least one light signal associated with the intermediate value range.
- This second transition has the advantage of providing the driver with information that evolves smoothly and not abruptly. In fact, in the event of a significant change in the difference, the driver could be annoyed by an activation of a light signal which suddenly indicates to him that the current deviation has suddenly become unacceptable.
- the process according to continuously the driver of the evolution of the gap by activating one or more intermediate signals respectively associated with one or more ranges of intermediate values.
- each light signal is preferably composed of one or more diodes, preferably three adjacent diodes.
- diodes preferably three adjacent diodes.
- the second delay is equal to the third delay so as to represent a progressive change in the evolution of the difference during the second transition step.
- the second delay is equal to half of the first delay. It follows that the third period, equal to the second period, is also equal to half of the first period. As a result, the duration of the second transition step is equal to the duration of the first transition step. In other words, the light signal associated with the intermediate value range remains on for half as long as the light signal associated with the previous range of values.
- the sum of the second and third delays is equal to the first delay.
- Another benefit of having a second transition stage as fast as the first step is to provide the driver with accurate information. Indeed, if the second transition step is too slow, the current gap may have already changed when the light signal corresponding to the current range of values is activated, after which the information provided would be erroneous.
- the first transition step is carried out if the current difference belongs to a sub-range of the current range of values which is not contiguous to the previous range of values.
- the first transition step is only performed if the deviation revolution is greater than a predetermined threshold, the latter corresponding to the distance between the previous range of values and the sub-range of the current range of values.
- the first and second transition steps are not performed if the current difference is greater than a predetermined limit value.
- a predetermined limit value This makes it possible to deactivate the process as soon as the driver takes the initiative to control the vehicle without worrying about the optimization of the parameter. Such a case may occur for example if the driver must avoid an obstacle or make an unexpected maneuver.
- two light signals associated with two non-contiguous ranges of values are preferably activated, this particular configuration making it possible to signal to the driver that the method is temporarily deactivated.
- the parameter comprises at least a magnitude such as a speed.
- the parameter can be constituted solely by the speed or by a combination of magnitudes taken among the speed, the acceleration, the engine speed or any other quantity usually encountered in the vehicles and which relates to a characteristic of the operation of the vehicle. .
- each of the ranges of values is defined from the optimum value of the parameter.
- the ranges of values are redefined over time for each optimum value of the parameter.
- each of the ranges of values comprises a lower bound and an upper bound which depend on the optimum value of the parameter.
- each of the ranges of values is between its lower bound and its upper bound.
- the lower and upper bounds of a value range are proportional to a multiple of the optimum value of the parameter, the proportionality factor may depend on the optimum value of the parameter. They can also be predetermined fixed values.
- the present invention also relates to a display interface comprising a device implementing the visual representation method according to the invention, a receiving member for receiving a current difference, a calculation device for defining at least three value ranges, and minus three emitters of luminous signals associated with the ranges of values.
- each of said light signal emitters is constituted by at least one light emitting diode.
- each of said light signal emitters is constituted by a group of three light-emitting diodes, it being understood that two light signals associated with two contiguous value ranges preferably have two diodes in common, and two value ranges separated by a single one. Intermediate range of values have a diode in common.
- Such an arrangement makes it possible to offer the driver a progressive and continuous visual effect.
- the interface comprises successively three red diodes, three green diodes and three red diodes.
- the invention finally relates to an urban vehicle intended to make a journey, which vehicle comprises a display interface according to the invention, a speed sensor for measuring a real speed of the vehicle, a memory containing a plurality of optimal speeds, a transmission member calculation for calculating a current difference between the actual speed and the optimum speed corresponding to the current position of the vehicle, and for transmitting it to the receiving member of said viewing interface.
- FIG. 1 represents an urban vehicle according to the present invention which comprises a viewing interface also in accordance with the present invention
- FIG. 2 is a schematic representation of the display interface mounted in the vehicle of FIG. 1;
- FIG. 3 is a diagram indicating the steps of the visual representation method according to the invention.
- FIG. 4 is a graph illustrating the temporal evolution of the difference.
- FIG. 5 shows the different configurations that can take the display interface in a second embodiment of the invention.
- Figure 1 shows a city vehicle 10, in this case a city bus, which is equipped with a display interface 12 according to the present invention.
- This visualization interface 12 makes it possible to assist the driver in real time in controlling the vehicle 10. More specifically, the visualization interface 12 indicates to the driver whether his driving is optimal or not.
- the display interface 12 comprises a device 14 implementing the method of visual representation of the temporal evolution of a difference between a real value and an optimum value of a parameter, in this case the speed of the vehicle, using three activatable light signals 16.
- a device 14 implementing the method of visual representation of the temporal evolution of a difference between a real value and an optimum value of a parameter, in this case the speed of the vehicle, using three activatable light signals 16.
- driving profiles constituted by one or more magnitudes taken from the acceleration, the engine speed or any other quantity characteristic of the operation of an urban vehicle.
- the optimum speed may for example correspond to the speed of the bus which minimizes the energy consumed and the time taken to travel a given path in a given time.
- the three light signals 16a, 16b and 16c are here in the form of a two-color light with three diodes: red (diode 16a) -green (diode 16b) -red (diode 16c) arranged in a vertical row.
- red red
- diode 16b green
- red red
- diode 16c red
- the green diode 16b when the green diode 16b is activated (on), this means that the real value of the vehicle speed 10 corresponds substantially to the optimum speed of the vehicle 10. Furthermore, when the difference ⁇ between the actual speed and the optimum speed is greater than a first predetermined threshold b3, one of the light signals associated with a red diode, preferably the upper diode 16a, is activated. In this situation, the vehicle 10 rolls too fast compared to the optimal speed that it should present at this point of the journey.
- the driver is therefore invited to slow down the vehicle until the activation of the green diode 16b.
- the difference ⁇ between the real speed and the optimal speed is less than a second predetermined threshold b2
- one of the light signals associated with the other red diode, preferably the lower diode 16c is activated. In this situation, the vehicle 10 rolls too slowly with respect to the optimal speed that it should present at this point of the journey.
- the driver is therefore invited to accelerate the vehicle until the activation of the green diode 16b.
- the vehicle 10 can have an optimal driving profile throughout the journey. We will now explain in more detail the structure and operation of the interface according to the invention.
- the actual speed for a current position of the vehicle is measured by means of a speed sensor 18 which is mounted on one of the axles of the vehicle 10 or raised on the multiplex bus the bus or obtained using a GPS.
- the latter furthermore comprises a calculation unit 20 for calculating a current difference ⁇ between the real speed and the optimum speed Vopt for the current position, it being specified that the optimum speed value is stored in a memory 22 containing a plurality of optimal speeds. .
- This memory and the calculating unit are described in more detail in the aforementioned patent application, to which reference is made.
- the current difference ⁇ is transmitted to the display interface 12 as shown schematically in FIG.
- the current difference ⁇ is transmitted to a receiving member 24 of the display interface 12.
- a computing device 26 of the display interface 12 defines three ranges of speed values contiguous to the optimal speed.
- the device 14 determines which of the three light signals must be activated.
- the method according to the invention in this embodiment, consists in the visual representation of the time evolution of the difference between the real value of the vehicle speed and the optimum value of the vehicle. speed using the three light signals 16a, 16b and 16c.
- said method firstly comprises a step 101 for receiving the current difference, in this case via the reception element 24. Then, a definition step 102 is performed, during which the three consecutive value ranges P1, P2 and P3 are defined.
- the ranges P1, P2 and P3 are contiguous, in that the upper bound b2 of the range P1 corresponds to the lower bound b2 of the range P2 and the upper bound b3 of the range P2 corresponds to the lower bound b3. from the P3 beach.
- the upper bound b3 of the range P2 corresponds to the first predetermined threshold which has been mentioned above, while the lower bound b2 of the range P2 corresponds to the second predetermined threshold which has also been mentioned above.
- each of these value ranges is associated with one of the light signals 16a, 16b, 16c.
- the value range P1 is associated with the light signal 16a, the value range P2 with the light signal 16b and the range of values P3 with the light signal 16c.
- the ranges P1, P2 and P3 are preferably chosen as a percentage of the optimum value of speed.
- the terminal b3 corresponds to 110% of the optimal speed
- the terminal b4 corresponds to 120% of the optimal speed
- the terminal b2 corresponds to 90% of the optimal speed
- the terminal bl corresponds to 80% of the speed. optimal.
- the curve represents the evolution of the current difference ⁇ during the course of time. time.
- the light signal 16b green diode
- the light signal 16c red diode
- the transition between the first and second states is done by a first transition step 105.
- the previous range of values is the range P2
- the current range of values is P3 because is the range in which the current difference ⁇ is found just after time t1.
- this first transition step 105 is performed if it has been positively tested, during a test step 104, that the current range of values is contiguous to the previous range of values, which is the case here: the beach P3 is contiguous to the beach P2.
- the delay d1 is between 600 and 1000 ms, preferably 800 ms.
- a hysteresis-type transition may be provided in that, in order to avoid unwanted blinking of the light signals 16b, 16c if the current difference varies around the value b3, it is expected that the first transition step only if the current deviation falls within a sub-range of the current range of values that is not contiguous to the previous range of values.
- the first transition step is carried out after the current difference has become greater than the threshold b3 '(at time t2), that is, the current difference belongs to the sub-threshold.
- P3 'range that is not contiguous to the P2 range since it is distant from it.
- a first transition step is again performed in which, after the first delay d1 has elapsed, the light signal 16c (red diode) is deactivated and the light signal 16b (green diode) is activated.
- this new first transition step is performed shortly after time t3, that is to say after time t4, for the same reasons as those mentioned above, namely to avoid unwanted blinking.
- the current difference decreases further to come in the range P1 after time t5
- a new first transition step is performed after time t5 (preferably t6) so that after the flow of the first delay dl, the light signal 16b (green diode) is off and the light signal 16a (red diode) is activated.
- the invention advantageously provides a second transition step 107 which is performed (test step 106) if the current range of values is not contiguous to the previous range of values, this is the case in this case because the current range of values P3 is not considered at the earlier value range Pl.
- the second transition step is performed when the acceleration of the vehicle is greater than a first predetermined threshold, for example 2 m / s 2 and / or when the deceleration of the vehicle is greater than a second predetermined threshold of the order of 2.5 m / s 2 .
- a first predetermined threshold for example 2 m / s 2 and / or when the deceleration of the vehicle is greater than a second predetermined threshold of the order of 2.5 m / s 2 .
- a first predetermined threshold for example 2 m / s 2 and / or when the deceleration of the vehicle is greater than a second predetermined threshold of the order of 2.5 m / s 2 .
- the light signal 16b (green diode) associated with the intermediate value range P2 is deactivated and the light signal 16c (red diode) associated with the current value range P3 is activated. .
- the second delay is equal to the third delay and, advantageously, the sum of the second and third delays is equal to the first delay.
- the duration of the first transition step 105 is advantageously equal to the duration of the second transition step 107, whereby progressive and rapid information is provided to the driver regardless of the evolution of the current gap.
- the first and second transition steps 105, 107 are not performed if the current difference is greater than a predetermined limit value ⁇ max.
- a test is provided during an additional step 103a which preferably takes place before step 104.
- a specific signaling is also provided if the actual value of the vehicle exceeds the legally permitted speed, for example by simultaneously activating the light signals (red diodes) 16a and 16c.
- the first and second transition steps 105, 106 are not performed if the current difference is less than a predetermined limit value ⁇ min.
- the vehicle 10 which rolls too slowly is probably in the maneuvering phase so that there is no interest in informing the driver that he is not traveling at the optimum speed.
- a test is provided, for example also in the additional step 103bis.
- FIG. 5 shows the various configurations that the light signals of a display interface can take according to a second embodiment of the invention.
- 12 tracks numbered Q1 to Q12 are provided in FIG. 5 with values and 7 distinct light signals, each of the light signals being generated by three adjacent color diodes.
- the interface comprises, namely successively three red diodes 200, 202, 204, three green diodes 206,208,210, and three red diodes 212,214,216.
- the first light signal 116a is associated with the ranges Q2 to Q4.
- the second light signal 116b is associated with the range Q5 and is composed of two red diodes 202, 204 and the green diode 208.
- the third light signal 116c is associated with the range Q6 and is composed of the red diode 204 and the two green diodes 206,208.
- the fourth light signal 116d is associated with the range Q7 and is composed of three green diodes 206,208,210.
- the fifth light signal 116e is associated with the range Q8 and is composed of the two green diodes 208,210 and the red diode 212.
- the sixth light signal 116f is associated with the range Q9 and is composed of the green diode 210 and the two diodes reds 212, 214.
- the seventh light signal 116g is associated with the ranges Q10 and Q11, and is composed of the three red diodes 212,214,216.
- the range Q1 is associated with the light signals 16a and 16g which are intended to be activated simultaneously.
- the ranges Q2 and Q3, associated with the light signal 16a, are distinguished by the fact that this light signal 16a is flashed differently.
- the light signal 16g is flashing.
- the Q12 range is not associated with any light signal (all LEDs are off).
- the interface further comprises a memory for storing chase sequences, that is successive flashes of diodes.
- chase sequences can be used to blink for the Q2, Q3 and Q4 ranges.
- the vertical axis represents the evolution of the distance ⁇ as well as the lower and upper bounds for each of the Q value ranges.
Abstract
Description
Claims
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CN2009801154292A CN102099841A (zh) | 2008-04-30 | 2009-04-28 | 使用至少三个可激活光信号在视觉上表示参数的实际值和最优值之间的当前差异随时间变化的方法 |
EP09738148A EP2291834A1 (fr) | 2008-04-30 | 2009-04-28 | Procede de representation visuelle de l'evolution temporelle d'un ecart courant entre une valeur reelle et une valeur optimale d'un parametre a l'aide d'au moins trois signaux lumineux activables |
AU2009242089A AU2009242089A1 (en) | 2008-04-30 | 2009-04-28 | Method of visually representing the temporal evolution of a current deviation between a real value and an optimal value of a parameter with the aid of at least three activatable luminous signals |
US12/989,936 US20110043351A1 (en) | 2008-04-30 | 2009-04-28 | method of visually representing the variation over time of a current difference between a real value and an optimum value for a parameter, using at least three activatable light signals |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR0852924A FR2930834B1 (fr) | 2008-04-30 | 2008-04-30 | Procede de representation visuelle de l'evolution temporelle d'un ecart courant entre une valeur reelle et une valeur optimale d'un parametre a l'aide d'au moins trois signaux lumineux activables |
FR0852924 | 2008-04-30 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2009133104A1 true WO2009133104A1 (fr) | 2009-11-05 |
Family
ID=40368570
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/EP2009/055130 WO2009133104A1 (fr) | 2008-04-30 | 2009-04-28 | Procede de representation visuelle de l'evolution temporelle d'un ecart courant entre une valeur reelle et une valeur optimale d'un parametre a l'aide d'au moins trois signaux lumineux activables |
Country Status (7)
Country | Link |
---|---|
US (1) | US20110043351A1 (fr) |
EP (1) | EP2291834A1 (fr) |
CN (1) | CN102099841A (fr) |
AU (1) | AU2009242089A1 (fr) |
CL (1) | CL2009001054A1 (fr) |
FR (1) | FR2930834B1 (fr) |
WO (1) | WO2009133104A1 (fr) |
Citations (5)
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DE3707497A1 (de) * | 1986-03-10 | 1987-09-17 | Siemens Ag | Einrichtung zum uebermitteln von informationen |
DE3819215A1 (de) * | 1988-06-06 | 1989-12-07 | Siemens Ag | Verfahren zur begrenzung der fahrgeschwindigkeit von strassenfahrzeugen und einrichtung zur durchfuehrung des verfahrens |
DE10014818A1 (de) * | 2000-03-27 | 2001-10-18 | Daimler Chrysler Ag | Vorrichtung zur Bestimmung und Anzeige eines optimalen Drehzahlbereichs |
FR2838226A1 (fr) * | 2002-04-05 | 2003-10-10 | J C Decaux | Mobilier urbain de securite routiere comportant au moins un moyen de signalisation d'un risque et procede de signalisation d'un risque a l'aide d'un mobilier |
JP2007121000A (ja) * | 2005-10-26 | 2007-05-17 | Nissan Motor Co Ltd | ナビゲーション装置 |
Family Cites Families (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN2338197Y (zh) * | 1998-07-10 | 1999-09-15 | 华通贸易有限公司 | 汽车冷气恒温装置 |
US7526103B2 (en) * | 2004-04-15 | 2009-04-28 | Donnelly Corporation | Imaging system for vehicle |
CN101130364B (zh) * | 2006-08-21 | 2011-12-28 | 五十铃自动车株式会社 | 车辆行驶控制装置 |
CN102741780B (zh) * | 2008-10-30 | 2016-01-27 | 福特全球技术公司 | 车辆以及提醒车辆的驾驶员的方法 |
-
2008
- 2008-04-30 FR FR0852924A patent/FR2930834B1/fr active Active
-
2009
- 2009-04-28 CN CN2009801154292A patent/CN102099841A/zh active Pending
- 2009-04-28 WO PCT/EP2009/055130 patent/WO2009133104A1/fr active Application Filing
- 2009-04-28 US US12/989,936 patent/US20110043351A1/en not_active Abandoned
- 2009-04-28 AU AU2009242089A patent/AU2009242089A1/en not_active Abandoned
- 2009-04-28 EP EP09738148A patent/EP2291834A1/fr not_active Withdrawn
- 2009-04-30 CL CL2009001054A patent/CL2009001054A1/es unknown
Patent Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE3707497A1 (de) * | 1986-03-10 | 1987-09-17 | Siemens Ag | Einrichtung zum uebermitteln von informationen |
DE3819215A1 (de) * | 1988-06-06 | 1989-12-07 | Siemens Ag | Verfahren zur begrenzung der fahrgeschwindigkeit von strassenfahrzeugen und einrichtung zur durchfuehrung des verfahrens |
DE10014818A1 (de) * | 2000-03-27 | 2001-10-18 | Daimler Chrysler Ag | Vorrichtung zur Bestimmung und Anzeige eines optimalen Drehzahlbereichs |
FR2838226A1 (fr) * | 2002-04-05 | 2003-10-10 | J C Decaux | Mobilier urbain de securite routiere comportant au moins un moyen de signalisation d'un risque et procede de signalisation d'un risque a l'aide d'un mobilier |
JP2007121000A (ja) * | 2005-10-26 | 2007-05-17 | Nissan Motor Co Ltd | ナビゲーション装置 |
Also Published As
Publication number | Publication date |
---|---|
CL2009001054A1 (es) | 2009-08-21 |
FR2930834A1 (fr) | 2009-11-06 |
AU2009242089A1 (en) | 2009-11-05 |
FR2930834B1 (fr) | 2010-06-04 |
US20110043351A1 (en) | 2011-02-24 |
EP2291834A1 (fr) | 2011-03-09 |
CN102099841A (zh) | 2011-06-15 |
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