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

Title of the invention: Method for putting a shared vehicle into operational service. 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 vehicle 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 to be used by other members.

[0004] One of the advantages of shared vehicles is that a user can release their vehicle wherever they wish in a specific geographical area (for example, a city). However, the position of these vehicles is not fixed in time, but mobile (hence the English term "free-floating"), so that 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 vehicle 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 allowing the vehicle doors to be unlocked and the engine of said vehicle to be started. The steps of “unlocking the vehicle doors” and “starting the engine of said vehicle” are hereinafter referred to as “putting the vehicle into operational service”. Conversely, the steps of “locking the vehicle doors” and “stopping 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 operating mode is not possible with a shared vehicle since the user can collect and release his vehicle anywhere (and not in a rental center where an operator can give him the physical key) and whenever he wishes. Since the exchange of physical keys between users is not possible, it is necessary to find another operating mode 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 on board 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.

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

[0009] The technology known as the Hands-Free Access and Start (ADML) system is also known, or PEPS for "Passive Entry Passive Start". This ADML system generally comprises a portable key, which, when active, is capable of communicating 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 commissioning of said vehicle. Thanks to this ADML system, the user carrying the portable key can thus put the vehicle into operational service, simply by approaching the vehicle, and without having to insert a traditional key into the ignition. An ADML system is so-called passive activation, in the sense that it does not require any particular action from a user. However, this technology is not suitable for shared vehicles since it is physically impossible to give a portable key to each user. Faced with this technical prejudice, current shared vehicles do not integrate 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:

[0011] - propose a solution for operational commissioning of a shared vehicle which provides secure vehicle access, with limited infrastructure investment;

[0012] - propose a solution for operational commissioning of a shared vehicle which is simple in design, easy to install and easy to use;

[0013] - propose a solution for operational commissioning of a shared vehicle which does not does not require modifying and / or specifically equipping an existing vehicle, or at least to a very lesser extent. Presentation of the invention.

[0014] 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.

[0015] This method comprises 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 having a passive state in which said component does not electrically power the key so that it is deactivated and 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, - hide the key equipped with the component in a secret location 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.

[0016] 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 therefore now operate conventional commercial vehicles equipped with an ADML system and which are widely used on the market.

[0017] 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, since the portable key is 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.

[0018] 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 (case), nor its electronic circuit. Its installation is therefore very simple and rapid. In addition, the control of the component is particularly easy insofar as 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.

[0019] Other advantageous characteristics of the invention are listed below. Each of these characteristics can be considered alone or in combination with the remarkable characteristics defined above, and be the subject, where appropriate, of one or more divisional patent applications:

[0020] According to one embodiment, the detection of the proximity between the vehicle and the user is carried out by the following sub-steps: - assess the distance separating a geolocated position of a user's mobile terminal 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.

[0021] According to one embodiment, the method further comprises the following steps: - conforming 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 source.

[0022] 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.

[0023] 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, - reception of the control signal by the processing unit induces the switch to move from the open position to the closed position.

[0024] 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.

[0025] According to one embodiment, the method comprises a step of conforming the component so that it has the appearance of a button cell.

[0026] 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.

[0027] 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.

[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, such that the key is no longer electrically powered and becomes deactivated, said key ceasing to transmit the activation signal and causing the vehicle to be put out of operational service. 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:

[0032] [Fig-1] illustrates a portable key used in an ADML system.

[0033] [Fig.2A] shows schematically 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.

[0034] [Fig.2B] shows schematically 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.

[0035] [Fig.2C] is a front view schematically showing a component used to replace the native battery of the portable key.

[0036] [Fig.3A] illustrates a step of removing the native battery from the portable key.

[0037] [Fig.3B] illustrates a step of setting up the component replacing the native stack in the portable key.

[0038] [Fig.3C] illustrates the component replacing the native battery installed in the portable key.

[0039] [Fig.4] illustrates the appearance of the portable key after installation of the replacement component the native stack.

[0040] [Fig.5] illustrates a vehicle interior in which the portable key is hidden.

[0041] [Fig.6] illustrates the arrangement of different means for implementing the method according to the invention.

[0042] [Fig.7] is a flowchart illustrating different steps of the method according to the invention allowing operational commissioning of a vehicle.

[0043] [Fig.8] is a flowchart illustrating different steps of the method according to the invention allowing operational decommissioning of a vehicle. Description of the embodiments.

[0044] 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.

[0045] 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 "an item of computer equipment "computer does something" means "a computer application executed by a computer or processing unit of the computer equipment does something." Just as "the computer application does something" means "the computer application executed by a computer or processing unit of the computer equipment does something."

[0046] 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 a processing unit do something".

[0047] For the sake of clarity, the following clarifications are made to certain terms used in the description and the claims:

[0048] - “Operational commissioning” can be understood as: the unlocking of the vehicle openings (doors, trunk, fuel tank access hatch, etc.) and the ability to start the engine of said vehicle.

[0049] - “Operational outage” can be understood as: 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 inability to start (locking) the engine of said vehicle.

[0050] - “Computer resource” can be understood in a non-limiting manner as: component, hardware, software, file, connection to a computer network, amount of RAM, hard disk space, bandwidth, processor speed, number of CPUs, etc.

[0051] - “Computer server” can be understood in a non-limiting manner as: computing device (hardware or software) comprising computing 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.

[0052] - "Request" means an execution order that can follow a communication protocol nication and including input parameters (question, information, instructions, etc.) and possibly return parameters (response, information, etc.), which may be presented in a format linked to the protocol used.

[0053] - “Processing unit” can be understood in a non-limiting manner as: processor, microprocessors, CPU (for Central Processing Unit), etc.

[0054] - “Computer application” can be understood as: software, program in computer science, micro-programs, lines of executable code, software, etc.

[0055] - “Data network” can be understood in a non-limiting manner as: network Internet, 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, etc.).

[0056] - “Database” can be understood in a non-limiting manner 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).

[0057] - “Service” can be understood in a non-limiting manner as the set of functions functionalities offered and provided by a server and / or by at least one computer device. The service may include, for example, the following functionalities: reservation of a vehicle, location (actual and / or estimated) of a vehicle and / or a mobile terminal, etc.

[0058] - “Shared vehicle” can be understood in a non-limiting manner as a vehicle rental or self-service vehicle (in English "car sharing") made available to "customers" or members. The vehicle can be: an autonomous car (capable of driving on the road, without intervention of a driver), a car or a 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.

[0059] - As used herein, unless otherwise indicated, the use of the ordinal adjectives " first", "second", etc., to describe an object merely indicates that different occurrences of similar objects are being referred to and does not imply that the objects so described must be in any given sequence, whether in time, space, ranking, or otherwise.

[0060] 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 ([Fig.l]) 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.

[0061] The dialogue between the key 1 and the unit 2 is initiated, for example, when a user wishing to unlock a door of the vehicle approaches the vehicle. The unit 2 periodically sends polling signals. If the 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 the unit 2 by radio signal. This signal containing the identifier of the key is referred to in the remainder of the description as the “activation signal” and referenced SA. The unit 2 then receives the activation signal and initiates a logical computer authentication process. If the identifier is recognized by the unit 2, then the latter puts the vehicle into operational service, in particular by controlling the unlocking. The exchange of signals between the key 1 and the unit 2 preferably complies with the Bluetooth® protocol or another radio communication protocol.

[0062] Referring to [Fig.2A], the key 1 initially operates with a native battery 10 enabling it to be made active, i.e. enabling it to communicate with the unit 2. This battery 10 is typically a round, 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.

[0063] However, some keys 1 may 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.

[0064] According to the method of the invention, the native battery 10 is replaced by a component 11. The latter is conformed to the shapes and / or dimensions of the native battery 10. In Figures 2A, 2B, 2C, the component 11 has a general shape of a round and flat button battery, its diameter and its thickness (or height) corresponding to that of the native button battery 10. If the native battery 10 were cylindrical, the component 11 would have the same diameter and the same length.

[0065] Like the native battery, component 11 has a “+” terminal located at the upper and / or lateral face of said component, and a “-” terminal located at the lower 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.

[0066] According to an embodiment illustrated in [Fig.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 terminals The "+" and "-" terminals each come in the form of a coating or shell made of electrically conductive material (shown schematically by the dotted lines in [Fig.2C]), such as stainless steel, copper, silver, gold, or their alloy. The "+" and "-" terminals are electrically insulated from each other.

[0067] In 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).

[0068] 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.

[0069] 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. In [Fig.2A], the switch 31 is in an open position (default position) so that the “+” terminal of the component 11 is not connected to the source 30. The component 11 is then in a passive state. In [Fig.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.

[0070] 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.

[0071] Figures 3A, 3B and 3C illustrate the preparation of the key 1. The housing of the key 1 is opened and the native battery 10 is removed from its compartment 100 ([Fig.3A]) and replaced by the component 11 ([Fig.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 by concern for simplification of assembly, but can however be carried out afterwards. The component 11 is installed in the compartment 100 in the same way as the native battery 10, namely that the position of the terminals “+” and “-” of said component corresponds to the position of the terminals “+” and “-” of said battery. The component 11 being conformed to the shapes and / or dimensions of the native battery 10, it fits perfectly in the compartment 100 ([Fig.3C]).

[0072] 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 FIGS. 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 recessed 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 300 cables each in the form of a flat conductive strip, one of the strips being soldered to the upper face (terminal "+") of the component 11 and another to its lower face (terminal "-").

[0073] Referring to [Fig. 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 in [Fig. 1], except in that it is provided with the cables 300 and possibly connected to the source 30.

[0074] Referring to [Fig. 5], the key 1 thus prepared is hidden in a secret housing 40 arranged in the vehicle 4. In [Fig. 5], this secret housing is arranged behind a cover mounted in the central part of the steering wheel of the vehicle. The housing 40 may 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.

[0075] When the component 11 is in the passive state, the key 1 is not electrically powered and is deactivated. On the contrary, when the component 11 is in the active state, the 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.

[0076] 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.

[0077] 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.

[0078] In [Fig. 6], 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 computing resources, a processing unit, a signal transmitter / receiver and one or more memories in which a computer application for implementing the service is recorded ("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.

[0079] 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 recording 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.

[0080] 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 recovered by a location module 61 of the server 6. The location module 61 can automatically recover this information by interrogating 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 module location 60 (without responding to a polling request), in real time or at regular time intervals (for example every 10 seconds).

[0081] 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.

[0082] 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, via a short-range wireless link.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, etc. The signals exchanged are preferably radiofrequency signals or infrared signals.

[0083] The geographical position of the vehicle 4 can be obtained in the same way as for the terminal 5, 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 recovered by the location module 61 of the server 6 or transmitted to it.

[0084] 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: - a status called “available” upon reservation: the vehicle is parked (parked) and / or not reserved, and put out of operational service. - a status called “unavailable” upon reservation: either the vehicle is parked, but already reserved by a user (“unavailable-reserved” status), or the vehicle is in operation (“unavailable-in operation” status).

[0085] The server 6 regularly updates, preferably in real time, the database 7. This database groups together 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 together 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.

[0086] 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.

[0087] 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.

[0088] The flowchart in [Fig.7] 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.

[0089] 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, by example between 15 minutes and 2 hours.

[0090] 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.

[0091] The flowchart in [Fig.8] illustrates these different stages, the initial hypothesis being a vehicle put into operational service and leading to its being taken out of operational service.

[0092] 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.

[0093] The history of the actual durations of use of all the vehicles in the fleet can, for example, be taken into account to deduce the average duration of use of vehicle 4.

[0094] 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, the k-nearest neighbors method can be used (for example by implementing a dedicated algorithm accessible from the Python® Scikit Learn® library), or an artificial neural network, for example the AD ALINE (Adaptive Linear Element) network using the least squares method and / or a statistical method. A Bayesian network can also be used, 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, “Pro- . Babilistic Reasoning in Intelligent Systems: Networks of Plausible Inference”, Morgan Kaufmann Publishers, 1988.

[0095] According to one embodiment, the learning algorithm is based on automated reasoning which 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.

[0096] The learning input data comes from the history of the fleet vehicle usage data archived in database B (in particular: date, time, vehicle identification, usage time), combined with other learning data recorded in said database.

[0097] The best results in terms of calculation accuracy are obtained when these other learning input data are: the distance traveled by each vehicle at 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 vehicles in the fleet were recovered and / or released; the number of vehicles in the fleet 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 training of the artificial intelligence model is carried out beforehand on server 6 or on another server. The training is preferably carried out continuously, to improve the accuracy of the model.

[0098] At the end of the learning, the trained model (or trained learning algorithm) is capable of predictively calculating, at a date D and at a time T, an average duration of use.

[0099] 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 climatic data logic 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 will 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 vehicle 4 reserved by 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 vehicle 4 is carried out at the time of the actual reservation of said vehicle by user 5.

[0100] 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.

[0101] 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

Claims

1. Method for putting into operational service a shared vehicle (4), 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 operational commissioning 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 having a passive state in which said component does not electrically power the key (1) so that it is deactivated and an active state in which said component electrically powers said key so that it is active and transmits the activation signal (SA) to the processing unit (2), • hide the key (1) equipped with the component (11) in a secret housing (40) provided in the vehicle (4), • the transition from the passive state to the active state is induced by the reception of a control signal (SG) by the processing unit (2), the generation and transmission of said control signal to said unit being based on a detection of the proximity between the vehicle (4) and a user (5) of said vehicle.

2. Method according to claim 1, wherein the detection of the proximity between the vehicle (4) and the user (5) is carried out by the following sub-steps: assess the distance separating a geolocated position of a mobile terminal of the user (50) and a geo- located from the vehicle (4), • when the evaluated distance is equal to or less than a threshold distance, then generate and transmit to the processing unit (2), from a remote computer server (6), the control signal (SC).

3. Method according to one of the preceding claims, further comprising the following steps: • conforming 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 claim 3, in which a 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. A method according to any preceding claim, comprising 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 one of the preceding claims taken in combination with claim 2, wherein, after putting the vehicle (4) into operational service, said method comprises a step of continuing to evaluate the distance separating the geo-located position of the user mobile terminal (50) and the geo-located position of the vehicle (4), for a determined evaluation duration.

11. Method according to claim 10, 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.

12. Method according to one of claims 10 or 11, 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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