Method for the operational commissioning of a shared vehicle

Abstract

The invention relates to a method for putting a shared vehicle into operational use, said vehicle being equipped with a Keyless Access and Start system, which system includes: - a portable key which, when active, is capable of communicating remotely with a processing unit of the vehicle, which key is paired with said unit and initially operates with a native battery, - the processing unit is configured to receive an activation signal from the active key, authentication of said activation signal by said unit resulting in the operational putting of said vehicle into service.This process includes the following steps: - replacing the original key battery with a component conforming to the shape and / or dimensions of said battery, said component having a passive state in which said component does not electrically supply the key so that it is deactivated and an active state in which said component electrically supplies said key so that it is active and transmits the activation signal to the processing unit, - hiding the key equipped with the component in a secret compartment fitted in the vehicle, - the transition from the passive state to the active state is induced by the reception of a control signal by the processing unit, the generation and transmission of said control signal to said unit being based on a detection of the proximity between the vehicle and a user of said vehicle.

Description

Technical field.

[0001] The subject of the invention is a method for putting a shared vehicle into operational service.

[0002] The invention relates to the field of information communication techniques between an electronic device on board a vehicle and a user portable electronic device in order to enable the locking and unlocking of the vehicle doors and the starting and stopping of the engine of said vehicle. The invention is particularly suitable for the management of shared motor vehicles. State of the art.

[0003] A car sharing service (in English " car sharing") or self-service vehicles, is a system in which a manager (a company, a public agency, a cooperative, an association, or a group of individuals) makes one or more vehicles (hereinafter "fleet of vehicles") available to "customers" or members of the service. Rather than having a personal vehicle, the user of the service has a vehicle that he pays for only for the duration of his need. In other words, when a user uses a shared vehicle, he is billed a certain amount. The amount billed generally depends on the number of kilometers traveled and / or the time of use of the vehicle and / or the model or type of vehicle. The rest of the time, the vehicle is intended for use by other members.

[0004] One of the advantages of shared vehicles is that a user can release their vehicle wherever they want within a specific geographical area (e.g., a city). However, the position of these vehicles is not fixed in time, but rather mobile (hence the English term "free-floating"), so it is difficult to predict in advance their location and the waiting time during which they will remain free (i.e., not reserved by users).

[0005] In traditional car rental services, a user usually goes to a rental center. After completing a number of administrative formalities, an operator gives the user a physical key that allows the vehicle's doors to be unlocked and the engine to be started. The steps of " unlocking the vehicle doors » and of « starting the engine of said vehicle » are hereinafter referred to as “ operational commissioning of the vehicle ". Conversely, the steps of " locking the vehicle doors" And " stop and / or locking the engine of said vehicle » are hereinafter referred to as “ operational decommissioning of the vehicle ". At the end of the rental, the user returns the vehicle to the rental center and returns the physical key to the operator. The operator can then give them to the next user later.

[0006] This mode of operation is not possible with a shared vehicle since the user can pick up and release their vehicle anywhere (and not at a rental center where an operator can give them the physical key) and whenever they want. Since the exchange of physical keys between users is not possible, it is necessary to find another mode of operation allowing the operational commissioning of the vehicle.

[0007] Patent documents US2015 / 0137943 and US2016 / 093216 disclose solutions for reserving and activating the opening of a shared vehicle using a user's portable electronic device. These systems operate in the same way: a user's smartphone connects to a centralized server. This server includes a database in which the last known positions of available vehicles are recorded. By querying this database, the user can select an available vehicle and reserve it. This reservation information is transmitted to the server via a data network, for example a 4G network. Still via the network, the server transmits the reservation information to computer equipment embedded in the vehicle. The user moves near the vehicle and requests access authorization from the server.The latter can transmit the access authorization either directly to the vehicle's on-board equipment or to the user equipment. In the latter case, the access authorization is transmitted to the vehicle's on-board equipment from the user equipment. When the access authorization is received by the vehicle's on-board equipment, the latter is put into operational service. Patents US2009008125A1 and US2022 / 209850A1 propose similar systems.

[0008] However, these systems require each vehicle to be equipped with specific on-board equipment. Implementing and installing this equipment involves significant infrastructure investments and labor costs, which are likely to increase costs for users.

[0009] We also know the technology known as the Hands-Free Access and Start system (ADML, or PEPS in English for "Passive Entry Passive Start). This ADML system generally comprises a portable key, which, when active, is able to communicate remotely and wirelessly, via a short-range wireless link such as Bluetooth ®, with a processing unit installed in the vehicle, which key is paired with said unit. The processing unit is configured to receive an activation signal from the active key, authentication of said activation signal by said unit resulting in the operational activation of said vehicle. Thanks to this ADML system, the user carrying the portable key can thus put the vehicle into operational activation, simply by approaching said vehicle, and without having to insert a traditional key into the ignition.An ADML system is so-called passive activation, in that it does not require any specific action from a user. However, this technology is not suitable for shared vehicles since it is physically impossible to provide a portable key to each user. Given this technical prejudice, current shared vehicles do not generally incorporate an ADML system.

[0010] The invention aims to remedy all or part of the aforementioned drawbacks. In the aforementioned context, the characteristics described further in the description aim in particular to achieve all or part of the following objectives: propose a solution for operational commissioning of a shared vehicle that provides secure access to vehicles, with limited infrastructure investment; propose a solution for operational commissioning of a shared vehicle that is simple in design, easy to install and easy to use; propose a solution for operational commissioning of a shared vehicle that does not require modification and / or specific equipment of an existing vehicle, or at least to a very limited extent. Presentation of the invention.

[0011] The solution proposed by the invention is a method for putting a shared vehicle into operational service, said vehicle being equipped with a Hands-Free Access and Start system, which system comprises: a portable key which, when active, is capable of communicating remotely with a processing unit of the vehicle, which key is paired with said unit and initially operates with a native battery, the processing unit is configured to receive an activation signal from the active key, authentication of said activation signal by said unit resulting in the operational commissioning of said vehicle.

[0012] This process includes the following steps: replacing the native battery of the key with a component shaped to the shapes and / or dimensions of said battery, said component being capable of switching from a passive state in which said component does not electrically power the key so that it is deactivated to an active state in which said component electrically powers said key so that it is active and transmits the activation signal to the processing unit, hiding the key equipped with the component in the passive state in a secret housing arranged in the vehicle, evaluating, from a remote computer server, the distance separating a geolocated position of a mobile terminal of a user of the vehicle and a geolocated position of said vehicle, which positions are obtained by said server when the evaluated distance is equal to or less than a threshold distance, then generating and transmitting to the processing unit, from said server, a signal to control the transition from the passive state to the active state of the component..

[0013] The generation and transmission of the control signal are thus based on detection of the proximity between the vehicle and the user of said vehicle.

[0014] The invention consists of adapting a conventional ADML system so that it can be used in a shared vehicle in a car-sharing context. A fleet manager can now therefore operate conventional commercial vehicles equipped with an ADML system and which are widely available on the market.

[0015] The operation of the ADML system remains identical to that known from the prior art: a portable key paired with the vehicle's processing unit emits an activation signal causing the said vehicle to be put into operational service. In the prior art, the dialogue between the portable key and the processing unit is initiated when these two elements are close (typically when the user carrying the key approaches the vehicle). In the invention, it is the switching on of the key that initiates the dialogue with the processing unit. By controlling this switching on via a specific component, the dialogue with the processing unit is authorized or not. Indeed, the portable key being hidden in the vehicle, it is always sufficiently close to the processing unit for the communication link to be ensured. Thus, when the component is switched to the active state, the key becomes active.The ADML system is then in a classic configuration, equivalent to that where a user carrying the key is present in the vehicle.

[0016] The conformation of the component to the shapes and / or dimensions of the native battery has the advantage of not having to modify the key, in particular neither its casing nor its electronic circuit. Its installation is therefore very simple and quick. In addition, the control of the component is particularly easy since the key is already paired with the processing unit, and it is sufficient to switch it from the passive state (OFF) to the active state (ON) to power the key. The control signal allowing this switch does not require any particular authentication protocol.

[0017] Other advantageous features of the invention are listed below. Each of these features may be considered alone or in combination with the remarkable features defined above, and may be the subject, where appropriate, of one or more divisional patent applications:

[0018] According to one embodiment, upon receipt of the control signal, the processing unit controls a switch to move it to a position where the component is connected to a power source.

[0019] According to one embodiment, the detection of the proximity between the vehicle and the user is carried out by the following sub-steps: evaluate the distance separating a geolocated position of a mobile terminal of the user and a geolocated position of the vehicle, when the evaluated distance is equal to or less than a threshold distance, then generate and transmit to the processing unit, from a remote computer server, the control signal.

[0020] According to one embodiment, the method further comprises the following steps: conform the component so as to have a positive terminal “+” and a negative terminal “-”, connect the “+” terminal and the “-” terminal of the component respectively to a positive terminal “+” and a negative terminal “-” of a power supply.

[0021] According to one embodiment, a switch controllable by the processing unit is arranged to connect or isolate at least one of the two terminals “+” and “-” of the component from the electrical power source.

[0022] According to one embodiment: the switch has: an open position in which at least one of the terminals of the component is not connected to the electrical power source, said component being in the passive state; and a closed position in which the terminals of the component are connected to the electrical power source, said component being in the active state, the reception of the control signal by the processing unit induces the switch to move from the open position to the closed position.

[0023] According to one embodiment, the component is shaped to have, at a side wall, two connection zones in the form of a radial recess, a first zone being dedicated to the connection of the “+” terminal of said component and the other zone being dedicated to the connection of the “-” terminal of said component.

[0024] According to one embodiment, the method comprises a step of conforming the component so that it has the appearance of a button cell.

[0025] According to one embodiment, the component has a core made of an electrically insulating material, the “+” and “-” terminals of said component each being in the form of a covering or shell made of an electrically conductive material, said terminals being electrically insulated from each other.

[0026] According to one embodiment, the electrical power source is an electrical power source available in the vehicle or a battery equivalent to the native battery, or a battery corresponding to said native battery.

[0027] According to one embodiment, the method comprises a step consisting of integrating into the component a radiofrequency receiver for energy recovery, and in which: - upon receipt of the control signal, the processing unit transmits to said receiver a control instruction in the form of radiofrequency waves; - upon receipt of these radiofrequency waves, said receiver is configured to convert them into electrical energy making it possible to activate the component to switch it to the active state.

[0028] According to one embodiment, after the vehicle has been put into operational service, said method comprises a step consisting of continuing to evaluate the distance separating the geolocated position of the user mobile terminal and the geolocated position of the vehicle, for a determined evaluation duration.

[0029] According to one embodiment, the determined evaluation duration corresponds to an average duration of use of the vehicle, which average duration is calculated by means of a computer application based on an artificial intelligence model.

[0030] According to one embodiment, during the determined evaluation duration, if the evaluated distance becomes greater than the threshold distance, then generate and transmit to the processing unit a deactivation signal, the reception of said deactivation signal by said unit inducing the transition from the active state to the passive state of the component, so that the key is no longer electrically powered and becomes deactivated, said key ceasing to transmit the activation signal and causing the operational decommissioning of the vehicle. Brief description of the figures.

[0031] Other advantages and characteristics of the invention will appear more clearly on reading the description of a preferred embodiment which follows, with reference to the appended drawings, produced as indicative and non-limiting examples and in which: [ Fig. 1 ] illustrates a portable key used in an ADML system. [ Fig. 2A ] shows the connection to a current source of the terminals of a component used to replace the native battery of the portable key, which source is associated with a switch in the open position. Fig. 2B ] shows the connection to a current source of the terminals of a component used to replace the native battery of the portable key, which source is associated with a switch in the closed position. [ Fig. 2C ] is a front view schematically showing a component used to replace the native battery of the portable key. [ Fig. 3A ] illustrates a step in removing the native battery from the portable key. [ Fig. 3B] illustrates a step in installing the component replacing the native battery in the portable key. [ Fig. 3C ] illustrates the component replacing the native battery installed in the portable key. [ Fig. 4 ] illustrates the appearance of the portable key after installation of the component replacing the native battery. [ Fig. 5 ] schematizes another embodiment of a component used to replace the native battery of the portable key. [ Fig. 6 ] schematizes yet another embodiment of a component used to replace the native battery of the portable key. [ Fig. 7 ] illustrates a vehicle interior in which the portable key is hidden. [ Fig. 8 ] illustrates the arrangement of different means for implementing the method according to the invention. [ Fig. 9 ] is a flowchart illustrating different steps of the method according to the invention allowing operational commissioning of a vehicle. [ Fig. 10] is a flowchart illustrating different steps of the method according to the invention allowing operational decommissioning of a vehicle. Description of the embodiments,

[0032] The method and system that are the subject of the invention generate manipulations of physical elements, in particular signals (electrical or magnetic) and digital data, capable of being stored, transferred, combined, compared, etc., and making it possible to achieve a desired result.

[0033] The invention implements one or more computer applications executed by computer equipment (processing unit, smartphone, server, etc.). For the sake of clarity, it should be understood within the meaning of the invention that " a computer device does something » means « a computer application executed by a computer or processing unit of the computer equipment does something ". Just like " the computer application does something » means « the computer application executed by a computer or processing unit of the computer equipment does something."

[0034] Again for the sake of clarity, the present invention refers to one or more “ logical computer processes". These correspond to the actions or results obtained by the execution of instructions of one or more computer applications. Also, it must also be understood within the meaning of the invention that " a logical computer process is adapted to do something » means « the instructions of a computer application executed by a computer or processing unit do something.

[0035] For the sake of clarity, the following clarifications are made to certain terms used in the description and claims: “Operational commissioning » can be understood as: unlocking the vehicle's openings (doors, trunk, fuel tank access hatch, etc.) and the possibility of starting the engine of said vehicle. “Operational decommissioning » can be understood as: the locking of the vehicle's openings (doors, trunk, fuel tank access hatch, etc.) and the stopping of the engine of said vehicle and / or the impossibility of starting (locking) the engine of said vehicle. "Computer resource» can be understood in a non-limiting way as: component, hardware, software, file, connection to a computer network, quantity of RAM memory, hard disk space, bandwidth, processor speed, number of CPUs, etc. "Computer server » can be understood in a non-limiting way as: computer device (hardware or software) comprising computer resources to perform the functions of a server and which offers services, computer, plurality of computers, virtual server on the Internet, virtual server on the Cloud, virtual server on a platform, virtual server on a local infrastructure, server networks, cluster, node, server farm, node farm, etc. " Request» designates an execution order which can follow a communication protocol and includes input parameters (question, information, instructions, etc.) and possibly return parameters (response, information, etc.), which can be presented in a format linked to the protocol used. "Processing unit » can be understood in a non-limiting way as: processor, microprocessors, CPU (for Central Processing Unit), etc. "Computer application » can be understood as: software, computer program, computer microprogram, executable lines of code, software, etc. "Data network" can be understood in a non-limiting way as: internet network, cellular network, satellite network, etc. It is a set of computer equipment connected together to exchange, securely or not, information and / or data according to a communication protocol (ISDN, Ethernet, ATM, IP, CLNP, TCP, HTTP, ...). Base of"data" can be understood in a non-limiting way as a structured and organized set of data recorded on media accessible by computer equipment and which can be queried, read and updated. Data can be inserted, retrieved, modified and / or destroyed. Management and access to the database can be ensured by a set of computer applications which constitute a database management system (DBMS). " Service » can be understood in a non-limiting way as all the functionalities offered and provided by a server and / or by at least one computer device. The service can include, for example, the following functionalities: reservation of a vehicle, location (actual and / or estimated) of a vehicle and / or a mobile terminal, etc. “Shared vehicle » can be understood in a non-limiting way as a rental vehicle or a self-service vehicle (in English « car sharing ») made available to “customers” or members. The vehicle may be: an autonomous car (capable of driving on the road, without driver intervention), a car or truck (thermal and / or electric engine), a motorized two-wheeler (thermal and / or electric engine), a boat, etc. When a user uses a shared vehicle, he may be charged a certain amount generally depending on the number of kilometers traveled and / or the time of use of the vehicle and / or the model or type of vehicle. As used herein, unless otherwise indicated, the use of the ordinal adjectives “first”, “second”, etc., to describe an object simply indicates that different occurrences of similar objects are mentioned and does not imply that the objects so described must be in a given sequence, whether in time, space, ranking or in any other way.

[0036] The invention applies to vehicles equipped with a Hands-Free Access and Start (ADML) system known to those skilled in the art. Conventionally, the ADML system comprises a portable key 1 ( figure 1 ) intended to be carried by a user and which allows the automatic and remote operational commissioning of the vehicle. The key 1 is capable of communicating remotely and wirelessly with a processing unit 2 on board the vehicle. The key 1 is paired with the unit 2 in the sense that said key is associated with a unique identifier known to said unit, for example recorded in a memory area thereof.

[0037] The dialogue between key 1 and unit 2 is initiated, for example, when a user wishing to unlock a vehicle door approaches the vehicle. Unit 2 periodically sends polling signals. If key 1 is close to the vehicle (generally between 0 and 5 m), it picks up the polling signal and responds by sending its identifier to unit 2 by radio signal. This signal containing the identifier of the key is referred to in the remainder of the description as " activation signal » and referenced SA. Unit 2 then receives the activation signal and initiates a logical computer authentication process. If the identifier is recognized by unit 2, then the latter puts the vehicle into operational service, in particular by controlling the unlocking. The exchange of signals between key 1 and unit 2 preferably complies with the Bluetooth ® protocol or another radio communication protocol.

[0038] Referring to the Figure 2A , the key 1 initially works with a native battery 10 allowing it to be made active, that is to say allowing it to communicate with the unit 2. This battery 10 is typically a round and flat button cell, and in particular a 3 Volt lithium battery, for example marketed with the alphanumeric code CR2016, CR2025, CR2032, etc. This native button cell 10 conventionally has a positive terminal “+” and a negative terminal “-”. The “+” terminal corresponds to the upper and / or lateral face of the battery, and the “-” terminal corresponds to the lower face.

[0039] Some keys 1, however, can incorporate other types of batteries, for example a cylindrical battery, such as an alkaline battery. In this case, the "+" and "-" terminals are located at each end of the cylinder.

[0040] According to the method of the invention, the native battery 10 is replaced by a component 11. The latter is shaped to the shapes and / or dimensions of the native battery 10. On the Figures 2A , 2B, 2C , component 11 has a general shape of a round and flat button cell, its diameter and thickness (or height) corresponding to that of the native button cell 10. If the native cell 10 were cylindrical, component 11 would have the same diameter and length.

[0041] Like the native battery, component 11 has a “+” terminal located on the top and / or side face of said component, and a “-” terminal located on the bottom face. Component 11 is thus a dipole component. If component 11 were to replace a native cylindrical battery, its “+” and “-” terminals would be located at each of its ends.

[0042] According to an embodiment illustrated in the Figure 2C, the core 110 of the component 11 is made of an electrically insulating material, for example of the plastic type, so that its manufacture is particularly simple (cutting, molding, etc.). The “+” and “-” terminals are each in the form of a coating or shell made of electrically conductive material (shown schematically by the dotted lines on the Figure 2C ), such as stainless steel, copper, silver, gold, or their alloy. The “+” and “-” terminals are electrically insulated from each other.

[0043] On the Figures 2A And 2B, the “+” and “-” terminals of the component 11 are connected respectively to the “+” and “-” terminals of an electrical power source 30, via connection cables 300. These cables may be in the form of wires or flat conductive ribbons. According to one embodiment, the source 30 is a source available in the vehicle. It may be the battery or another power point, for example available at a USB port, a cigarette lighter or a control. A transformer or a voltage regulator may optionally be provided to convert the voltage and / or current available at this power source (for example 12 Volts, 500 mA.h) into a voltage and / or current corresponding to those of the native battery 10 (for example 3 Volts, 250 mA.h).

[0044] According to another embodiment, the source 30 is a battery equivalent to the native battery 10, or corresponding to said native battery. This solution has the advantage of not having to connect and / or modify an electrical power source available in the vehicle.

[0045] A switch 31 makes it possible to connect or isolate at least one of the two terminals “+” and “-” of the component 11 from the source 30. On the Figure 2A , switch 31 is in an open position (default position) so that the “+” terminal of component 11 is not connected to source 30. Component 11 is then in a passive state. On the Figure 2B , the switch 31 is in a closed position so that the “+” terminal of the component 11 is connected to the electrical power source 30. The component 11 is then in an active state in which it provides an electrical power supply equivalent to that of the native battery 10.

[0046] The switch 31 is controlled by the processing unit 2. When the unit 2 receives this control signal (described further in the description), it controls the switch 31 to make it move from the open position to the closed position. Thus, the transition from the passive state to the active state of the component 11 is induced by the reception of the control signal by the unit 2. The control instruction generated by the unit 2 can be transmitted to the switch 31 by a wired connection or preferably by a short-range wireless connection such as Bluetooth ®< , Wifi ®< , Z-Wave ®< , ANT ®< , ZIGBEE ®< , infrared, etc.

[0047] THE Figures 3A, 3B and 3C illustrate a method of preparing the key 1. The housing of the key 1 is opened and the native battery 10 is removed from its compartment 100 ( Figure 3A ) and replaced by component 11 ( Figure 3B). The connection of the terminals of the component 11 to the cables 300 is preferably carried out before its insertion into the compartment 100 for the sake of simplifying assembly, but can however be carried out after. The component 11 is installed in the compartment 100 in the same way as the native battery 10, namely that the position of the “+” and “-” terminals of said component corresponds to the position of the “+” and “-” terminals of said battery. The component 11 being shaped to the shapes and / or dimensions of the native battery 10, it fits perfectly into the compartment 100 ( Figure 3C ).

[0048] Usually, the housing 100 is adjusted to the shapes and / or dimensions of the native battery 10. To prevent the cables 300 from hindering the installation of the component 11 in the housing 100 and / or to avoid modifying said housing, said component advantageously comprises specific connection zones. According to a preferred embodiment illustrated by the Figures 2B, 2C, 3B and 3C , the component 11 has, at its side wall, two connection zones 111 in the form of a radial recess. A first zone is dedicated to the connection of the “+” terminal and the other zone is dedicated to the connection of the “-” terminal. The connection of the cables 300 in each of the zones 111 can be carried out by welding or by means of connectors. Their radial recess shape makes it possible to absorb the thickness of the solder points or the size of the connectors, so that the diameter of the component 11 does not exceed that of the housing 100. Another solution consists of using cables 300 each in the form of a flat conductive strip, one of the strips being welded to the upper face (“+” terminal) of the component 11 and another to its lower face (“-” terminal).

[0049] Referring to the figure 4, when the component 11 is installed in the compartment 100 and the housing is closed, the physical integrity of the key 1 is perfectly preserved, its appearance corresponding exactly to that of the initial key 1 illustrated on the figure 1 , except in that it is provided with cables 300 and possibly connected to source 30.

[0050] Depending on the method of implementation of the Figure 5, the source 30 is directly integrated into the component 11 and consists of a radiofrequency (RF) energy harvester (in English "RF Energy Harvesters"). This receiver allows the conversion of radiofrequency (RF) waves into electrical energy. When the unit 2 receives the control signal, it transmits to the RF receiver 30 a control instruction in the form of RF waves. Upon receipt of these RF waves, the receiver 30 is configured to convert them into electrical energy, thus enabling the component 11 to be activated to put it into the active state. This solution has the advantage of avoiding the aforementioned cables 300.

[0051] Depending on the method of implementation of the figure 6, the source 30 is an induction charger connected to a power source 301 of the aforementioned type available in the vehicle, via a switch 303. This power source 301 supplies a current to a primary coil 302 integrated in the charger 30 to induce a magnetic field. This magnetic field generates a current in a secondary coil located in the component 11. When the unit 2 receives the control signal, it controls the switch 303 to move it into a closed position in which a current is supplied to the primary coil 302. The receiver 30 thus switches to the active state. This solution again has the advantage of avoiding the aforementioned cables 300. The charger 30 is advantageously installed in the secret housing 40 described below so as to be located close to the key 1.

[0052] Referring to the figure 7 , the key 1 thus prepared is hidden in a secret housing 40 arranged in the vehicle 4. On the figure 7 , this secret housing is arranged behind a cover mounted in the central part of the steering wheel of the vehicle. The housing 40 can however be provided elsewhere, for example arranged behind the glove box, under an armchair, or outside the passenger compartment, for example in the trunk. The location of the housing 40 is kept secret, that is to say it is not known to the users. A user is therefore not able to locate the key 1 when it is hidden in the housing 40.

[0053] When component 11 is in the passive state, key 1 is not electrically powered and is deactivated. On the contrary, when component 11 is in the active state, key 1 is electrically powered and activated so that it can emit the activation signal SA. The process of transition from the passive state to the active state will now be described in detail.

[0054] As described previously, the transition from the passive state to the active state is induced by the reception of a control signal SC by the processing unit 2. In other words, this signal SC comprises control instructions which, when executed by the processing unit 2, command - or cause - the transition from the passive state to the active state of the component 11.

[0055] The generation and transmission of the control signal SC to the unit 2 are based on a detection of the proximity between the vehicle 4 and a user of said vehicle.

[0056] On the figure 8, the user 5 has at least one mobile terminal 50. The latter preferably consists of a smartphone, a digital tablet, a laptop, etc. The terminal 50 integrates, among other computer resources, a processing unit, a signal transmitter / receiver and one or more memories in which is recorded a computer application for implementing the service ("application-service"), a communication interface and a graphical interface of the touch screen type. The communication interface, for example GSM, 3G, 4G, 5G, is adapted to establish a wireless communication link with a communication interface of a remote server 6, through a data network.One or more computer applications are recorded in the memory(s) and the instructions of which, when executed by the processing unit of the terminal 50, make it possible to carry out the functionalities described further in the description.

[0057] According to one embodiment, to download the application-service, and have access rights to the service, the user 5 must first register with a remote server 6. The prior registration of the user 5 can be carried out with a web service of the remote server 6 associated with the service. The registration includes the registration of a user identifier and / or an identifier of the terminal 50. This can be a port, an IP address, a MAC address or any other address or combination making it possible to identify the terminal 50. According to one embodiment, the user is pre-registered from software and is known because an identifier is recorded in a database 7 accessible to the server 6. This database 7 can be recorded in a memory area of ​​the server 6 or be remote from said server.

[0058] The geographical position of the terminal 50 can be obtained by satellite (GPS or Galileo system) or by a triangulation system (for example, a system using the cells of a 4G network) or by a combination of the two location systems. Also, the terminal 50 advantageously comprises a component making it possible to obtain geolocation information, for example a GPS component, which can be retrieved by a location module 61 of the server 6. The location module 61 can automatically retrieve this information by querying the terminal 50 in real time or at regular time intervals (for example every 10 seconds). The terminal 50 can also automatically transmit this information to the location module 60 (without responding to a query request), in real time or at regular time intervals (for example every 10 seconds).

[0059] The server 6 integrates, among other computer resources, a processing unit or calculator 60, one or more memories, a communication interface, the location module 61. One or more computer applications are recorded in the memory(ies) of the server 6 and whose instructions, when executed by the processing unit 60, make it possible to carry out the functionalities described further in the description.

[0060] The processing unit 2 consists of or is part of the computer equipment on board the vehicle 4 for implementing the ADML system. It comprises, among other computer resources, a signal transmitter / receiver and one or more memories in which one or more computer applications are recorded, the instructions of which, when executed by said unit, make it possible to carry out the functionalities described further in the description. The processing unit 2 also comprises a communication module adapted to establish a wireless communication link (GSM, 3G, 4G, 5G, etc.) with the remote server 6, via a data network. The transmitter / receiver is adapted to exchange signals (in particular the activation signal SA) with the key 1 and / or with other equipment, in particular the switch 31 or 303, or the radiofrequency receiver 30 of the Figure 5, via a short-range wireless connection. This connection has, for example, a range of less than or equal to 5 meters, preferably using a communication protocol from the following family: Bluetooth ®< , Wifi ®< , Z-Wave ®< , ANT ®< , ZIGBEE ®< , Infrared, Radiofrequency, etc. The signals exchanged are preferably radiofrequency signals or infrared signals.

[0061] The geographical position of the vehicle 4 can be obtained in the same way as for the terminal 50, in particular by satellite and / or by a triangulation system. For this purpose, the processing unit 2 advantageously comprises a component, for example a GPS component, making it possible to obtain geolocation information which can be automatically retrieved by the location module 61 of the server 6 or transmitted to it.

[0062] According to one embodiment, each vehicle 4 of the fleet managed by the server 6 is associated with a unique identification number (for example a numeric code or an alphanumeric code) recorded in the database 7. At a given time, each vehicle 4 can be assigned: of a status called "available" at the time of reservation: the vehicle is parked (parked) and / or not reserved, and put out of operational service. of a status called "unavailable" at the time of reservation: either the vehicle is parked, but already reserved by a user (status "unavailable-reserved"), or the vehicle is in operation (status "unavailable-in operation").

[0063] The server 6 regularly updates, preferably in real time, the database 7. This database includes in particular: the identifier of the mobile terminals 50 of the users registered with the server 6, the identifiers of the vehicles 4, the status of each of these vehicles and their geolocated position. Where appropriate, other information and / or data may be grouped in the database 7, in particular the charge rates of the batteries of the electric motor vehicles or the filling levels of the fuel tanks of the thermal engine vehicles, the state of their sensors, etc.

[0064] When the server 6 receives a reservation request from the user 5 and can grant this request, i.e. a vehicle is available for reservation, said server changes its status from “available” to “unavailable”. This reservation request can be generated via the mobile terminal 50. When the user 5 validates his reservation, the server 6 transmits to the user data making it possible to identify the reserved vehicle 4. This identification data is displayed on the graphical interface of the terminal 50 and can include: the position of the vehicle 4 on a digital map, its registration plate, its model, its color and / or its image or photo. This information allows the user 5 to identify the vehicle 4 very simply and very quickly.

[0065] When the user 5 validates the reservation of the vehicle 4, the server 6 then evaluates the distance separating said user from said vehicle. This evaluation is based on the comparison between the geolocated position of the terminal 50 and the geolocated position of the vehicle 4. According to one embodiment, the frequency at which the server 6 evaluates this distance is between 1 second and 30 seconds. When the evaluated distance is equal to or less than a threshold distance, for example less than or equal to 5 meters, the server 6 generates and transmits to the processing unit 2, the control signal SC. The server 6 thus acts as a trusted third party. When the unit 2 receives this control signal SC, it generates and transmits to the switch 31 a control instruction IC to make it switch from the open position to the closed position. The component 11 switches from the passive state to the active state so that the key 1 is electrically powered and becomes active.Key 1 can then transmit to unit 2 the activation signal SA containing its identifier. The identifier being recognized by unit 2, the latter puts vehicle 4 into operational service.

[0066] The flowchart of the figure 9 illustrates these different stages, the initial hypothesis being a vehicle “available” for reservation, put out of operational service and leading to its putting into operational service.

[0067] According to one embodiment, after the vehicle 4 has been put into operational service, the server 6 continues to evaluate the distance between the geolocated position of the terminal 50 and the geolocated position of the vehicle 4, for a determined evaluation duration, for example between 15 minutes and 2 hours.

[0068] Thus, when the user 5 releases the vehicle 4 and moves away from it, the evaluated distance becomes greater than the threshold distance. In this case, the server 6 generates and transmits to the processing unit 2, a deactivation signal SD. When the unit 2 receives this deactivation signal SD, it generates and transmits to the switch 31 a deactivation instruction ID to make it move from the closed position to the open position. The component 11 changes from the active state to the passive state so that the key 1 is no longer electrically powered and becomes deactivated. The key 1 then ceases to transmit the activation signal SA to the unit 2. The unit 2 thus puts the vehicle 4 into operational deactivation.

[0069] The flowchart of the figure 10 illustrates these different stages, the initial hypothesis being a vehicle put into operational service and leading to its operational decommissioning.

[0070] According to a preferred embodiment, the evaluation duration (i.e. the duration during which the server 6 continues to evaluate the distance between the geolocated position of the terminal 50 and the geolocated position of the vehicle 4) corresponds to the average duration of use of the vehicle 5, previously calculated by the server 6 or another computer entity.

[0071] The history of the actual durations of use of all vehicles in the fleet can, for example, be taken into account to deduce the average duration of use of vehicle 4.

[0072] To improve the accuracy of the calculation of the average duration of use and to get as close as possible to the actual value of use, the average duration of use is defined by running a computer application based on an artificial intelligence model. This model is advantageously based on a learning algorithm, supervised or unsupervised. In particular, we can use the k-nearest neighbors method (for example by implementing a dedicated algorithm accessible from the Python ®< Scikit Learn ®< library), or an artificial neural network, for example the ADALINE (Adaptive Linear Element) network using the least squares method and / or a statistical method. We can also use a Bayesian network which is a probabilistic model representing random variables and their conditional dependencies via a DAG (Directed Acyclic Graph) and probability tables.It is mainly used to represent knowledge, provide a decision rule, predict, and determine causal hypotheses. Those skilled in the art may refer in particular to the following publications concerning Bayesian networks: BRIDE, “Methods for constructing Bayesian networks”, University of Strasbourg, August 2016, pages 1-34; HECKERMAN, “A Bayesian approach to learning causal network”, MSR-TR-95-04, MicrosoftResearch, 1995; PEARL, “Probabilistic Reasoning in Intelligent Systems: Networks of Plausible Inference”, Morgan Kaufmann Publishers, 1988.

[0073] According to one embodiment, the learning algorithm is based on automated reasoning that leads to probabilistic determinations and / or determinations based on statistics. The server 6 (or another computing entity) can thus define the average duration of use of any vehicle in the fleet, at a given location, on a given date and at a given time, from a set of observed events and / or from observed event data.

[0074] The training input data comes from the historical fleet vehicle usage data archived in database B (including: date, time, vehicle identification, usage time), combined with other training data recorded in said database.

[0075] The best results in terms of calculation accuracy are obtained when these other learning input data are: the distance traveled by each vehicle during each period of use over the last X hours (with X for example between 1 and 168); for each vehicle, the actual times at which their status changes from "unavailable" to "available" and vice versa; climatological data (for example retrieved from public sites such as https: / / donneespubliques.meteofrance.fr); data relating to the date and time of events (concerts, football matches, etc.) occurring in the geographical areas where the fleet vehicles were recovered and / or released; the number of fleet vehicles released and / or reserved over the last Y hours (with Y for example between 1 and 168); etc. All or part of these input data can be used.The training output data is the actual usage times of the fleet vehicles. The artificial intelligence model is trained beforehand on server 6 or another server. Training is preferably performed continuously to improve the model's accuracy.

[0076] At the end of the training, the trained model (or trained learning algorithm) is able to predictively calculate, at a date D and at a time T, an average duration of use.

[0077] According to one embodiment, at the time of calculation, the new input data of the trained model are at least one and preferably all of the following data: the identification of the geographical area where the vehicle 4 is reserved; the identification of the user 5; the actual durations of use of the vehicle 4 over the last X hours (with X for example between 1 and 168); the journeys made by the user 5 over the last X hours; the actual durations of use of the user 5 over the last X hours; the climatological data in the geographical reservation area (forecasts at Z hours, with Z for example between 24 and 168); data relating to the time of events that have occurred and / or are to occur on date D, in the geographical area where the fleet is deployed; the actual durations of use of each vehicle in the fleet over the last Y hours (with Y between 1 and 168).These input data give the best results in terms of calculation accuracy. The output data is the average duration of use of the vehicle 4 reserved by the user 5, and therefore the evaluation duration that will be assigned to said vehicle. To improve accuracy, the calculation of the average duration of use of the vehicle 4 is carried out at the time of the actual reservation of said vehicle by the user 5.

[0078] The arrangement of the various elements and / or means and / or steps of the invention, in the embodiments described above, should not be understood as requiring such an arrangement in all implementations, different variants or technical equivalents being able to be envisaged. In particular, the detection of the proximity between the vehicle 4 and the user can be based on the reception of a radio signal emitted by the terminal 50 (e.g.: Bluetooth ® signal) and received by the processing unit 2. The intensity of the received signal can in particular be used to determine the proximity of the user 5 to the vehicle 4. This solution, however, requires the prior transmission to the unit 2 of an identifier of the terminal 50 so that said unit can identify that the received signal indeed emanates from said terminal.

[0079] Finally, one or more features and / or steps disclosed only in one embodiment or example may be generalized to other embodiments. Similarly, one or more features and / or steps disclosed only in one embodiment or example may be combined with one or more other features and / or steps disclosed only in another embodiment.

Claims

1. Method for putting a shared vehicle (4) into operational service, said vehicle being equipped with a Hands-Free Access and Start (ADML) system, which system comprises: - a portable key (1) which, when active, is capable of communicating remotely with a processing unit (2) of the vehicle, which key is paired with said unit and initially operates with a native battery (10), - the processing unit (2) is configured to receive an activation signal (SA) from the active key (1), authentication of said activation signal by said unit resulting in the putting into operational service of said vehicle, said method comprising the following steps: - replacing the native battery (10) of the key (1) with a component (11) shaped to the shapes and / or dimensions of said battery,said component being able to pass from a passive state in which said component does not electrically supply the key (1) so that it is deactivated to an active state in which said component electrically supplies said key so that it is active and transmits the activation signal (SA) to the processing unit (2), - hiding the key (1) equipped with the component (11) in the passive state in a secret housing (40) arranged in the vehicle (4), - evaluating, from a remote computer server (6), the distance separating a geolocated position of a mobile terminal (50) of a user of the vehicle (4) and a geolocated position of said vehicle, which positions are obtained by said server, - when the evaluated distance is equal to or less than a threshold distance, then generating and transmitting to the processing unit (2), from said server, a signal (SC) to control the transition from the passive state to the active state of the component (11).

2. Method according to claim 1, wherein upon receipt of the control signal (SC), the processing unit (2) controls a switch (31) to move it to a position where the component (11) is connected to a power supply source (30).

3. Method according to one of the preceding claims, further comprising the following steps: - shaping the component (11) so as to have a positive terminal "+" and a negative terminal "-", - connecting the terminal "+" and the terminal "-" of the component (11) respectively to a positive terminal "+" and to a negative terminal "-" of an electrical power source (30).

4. Method according to claims 2 and 3, in which the switch (31) controllable by the processing unit (2) is arranged to connect or isolate at least one of the two terminals “+” and “-” of the component (11) from the electrical power source (30).

5. Method according to claim 4, wherein: - the switch (31) has: an open position in which at least one of the terminals of the component (11) is not connected to the electrical power source (30), said component being in the passive state; and a closed position in which the terminals of the component (11) are connected to the electrical power source (30), said component being in the active state, - the reception of the control signal (SC) by the processing unit (2) induces the switch (31) to move from the open position to the closed position.

6. Method according to one of claims 3 to 5, in which the component (11) is shaped to have, at a side wall, two connection zones (111) in the form of a radial recess, a first zone being dedicated to the connection of the “+” terminal of said component and the other zone being dedicated to the connection of the “-” terminal of said component.

7. Method according to one of the preceding claims, consisting of shaping the component (11) so that it has the appearance of a button cell.

8. Method according to one of the preceding claims taken in combination with claim 3, in which the component (11) has a core (110) made of an electrically insulating material, the “+” and “-” terminals of said component each being in the form of a coating or shell of electrically conductive material, said terminals being electrically insulated from each other.

9. Method according to one of the preceding claims taken in combination with claim 3, wherein the electrical power source (30) is an electrical power source available in the vehicle (4) or a battery equivalent to the native battery (10), or a battery corresponding to said native battery.

10. Method according to claim 1, consisting of integrating into the component (11) an energy harvesting radiofrequency receiver (30), and in which: - upon receipt of the control signal (SC), the processing unit (2) transmits to said receiver a control instruction in the form of radiofrequency waves, - upon receipt of these radiofrequency waves, said receiver is configured to convert them into electrical energy enabling the component (11) to be activated to switch it to the active state.

11. Method according to one of the preceding claims, in which, after putting the vehicle (4) into operational service, said method comprises a step consisting of continuing to evaluate the distance separating the geolocated position of the user mobile terminal (50) and the geolocated position of the vehicle (4), for a determined evaluation duration.

12. Method according to claim 11, in which the determined evaluation duration corresponds to an average duration of use of the vehicle (5), which average duration is calculated by means of a computer application based on an artificial intelligence model.

13. Method according to one of claims 11 or 12, in which, during the determined evaluation duration, if the evaluated distance becomes greater than the threshold distance, then generating and transmitting to the processing unit (2) a deactivation signal (SD), the reception of said deactivation signal by said unit inducing the transition from the active state to the passive state of the component (11), so that the key (1) is no longer electrically powered and becomes deactivated, said key ceasing to transmit the activation signal (SA) and causing the vehicle (4) to be put out of operational service. ;

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