Classifications

• • G—PHYSICS
  • G07—CHECKING-DEVICES
  • G07B—TICKET-ISSUING APPARATUS; FARE-REGISTERING APPARATUS; FRANKING APPARATUS
  • G07B13/00—Taximeters
• • G—PHYSICS
  • G01—MEASURING; TESTING
  • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
  • G01C22/00—Measuring distance traversed on the ground by vehicles, persons, animals or other moving solid bodies, e.g. using odometers, using pedometers
• • G—PHYSICS
  • G06—COMPUTING; CALCULATING OR COUNTING
  • G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
  • G06Q50/00—Information and communication technology [ICT] specially adapted for implementation of business processes of specific business sectors, e.g. utilities or tourism
  • G06Q50/40—Business processes related to the transportation industry
• • G—PHYSICS
  • G06—COMPUTING; CALCULATING OR COUNTING
  • G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
  • G06Q30/00—Commerce
  • G06Q30/02—Marketing; Price estimation or determination; Fundraising
  • G06Q30/0283—Price estimation or determination
  • G06Q30/0284—Time or distance, e.g. usage of parking meters or taximeters
• • G—PHYSICS
  • G07—CHECKING-DEVICES
  • G07B—TICKET-ISSUING APPARATUS; FARE-REGISTERING APPARATUS; FRANKING APPARATUS
  • G07B13/00—Taximeters
  • G07B13/02—Details; Accessories
  • G07B13/04—Details; Accessories for indicating fare or state of hire
• • G—PHYSICS
  • G07—CHECKING-DEVICES
  • G07B—TICKET-ISSUING APPARATUS; FARE-REGISTERING APPARATUS; FRANKING APPARATUS
  • G07B15/00—Arrangements or apparatus for collecting fares, tolls or entrance fees at one or more control points
  • G07B15/02—Arrangements or apparatus for collecting fares, tolls or entrance fees at one or more control points taking into account a variable factor such as distance or time, e.g. for passenger transport, parking systems or car rental systems

Definitions

• the present invention relates to the technical field of metrological devices and methods intended to calculate the cost associated with the use of a vehicle to make a journey.
• the invention finds a particularly advantageous application for calculating the cost of a taxi ride, as well as for calculating the cost of using a motor vehicle in car-sharing, for example.
• the legislator defines the criteria to be taken into account to determine the price to be paid for a trip. Any pricing criteria is imaginable. Currently, the price to be paid for a trip made with the vehicle depends on several spatio-temporal data such as the distance traveled, the speed at which the vehicle is traveling and/or the time spent in the vehicle. Of course, these spatio-temporal data are not exhaustive pricing criteria. To these spatio-temporal data can be added other criteria, such as the Crit'R sticker of the vehicle, the rating of the driver by his passengers or even the age of the driver for example.
• the present invention proposes to remedy this problem and to calculate the cost of a journey from a reliable value of the spatio-temporal data.
• an autonomous metrological device intended to calculate a cost associated with the use of a vehicle to make a journey, comprising:
• a first electronic data acquisition module which is adapted to communicate via a wireless network with at least one device external to the vehicle to acquire a first value of at least one space-time datum of the vehicle over a given time interval ,
• a second electronic data acquisition module which comprises means of connection with at least one device internal to the vehicle to acquire a second value of said at least one spatio-temporal datum of the vehicle over said given time interval
• a calculation unit which receives the values acquired by the first and second electronic modules and which is able: to select, from among the first and second values, the value of said space-time datum of the vehicle to be taken into account in the calculation of the trip cost, and calculating the trip cost based on said selected value.
• the device and the method according to the invention respectively guarantee that the calculated cost is as accurate as possible and avoid fraud, by guaranteeing that the values of the spatio-temporal data used in the cost calculation are reliable at all times.
• the autonomous metrological device further comprises an internal memory which has in memory a plurality of movement zones of the vehicle, each movement zone being associated with an hourly rate, in which said first electronic module is able to determine an instantaneous position of the vehicle, and in which the calculation unit receives the instantaneous position of the vehicle and is able to:
• the calculation of the cost of the trip is completely automatic. Indeed, a change of travel zone, and therefore of hourly rate, is automatically detected and taken into account in the calculation of the cost of the trip. The cost of the journey cannot therefore be erroneous due to early or late manual intervention on the device. Consequently, the device and the method according to the invention do not require, respectively, any human intervention to establish the cost of a trip.
• the device further comprises a payment unit which comprises: means of connection with the calculation unit to communicate to a user of the vehicle the cost of the trip, and means of connection with a payment processor to allow the user to pay the cost of the trip;
• the device further comprises an interface module comprising: a screen suitable for displaying in the vehicle at least one statistical item of information relating to the use of the vehicle, and at least one button by means of which a user of the vehicle can signal the start and end of the trip;
• the first electronic module comprises a SIM card adapted to communicate with the device external to the vehicle via at least one of the following channels: the mobile telephone network (or Global System for Mobile Communication - GSM), 3G, 4G, 5G, Bluetooth, Wifi, the global positioning network (or Global Positioning System - GPS), the general packet radio service (or General Packet Radio Service - GPRS);
• the mobile telephone network or Global System for Mobile Communication - GSM
• 3G, 4G, 5G, Bluetooth Wifi
• the global positioning network or Global Positioning System - GPS
• the general packet radio service or General Packet Radio Service - GPRS
• connection means of the second electronic module are adapted to communicate with one of the following internal vehicle devices: a multiplexed channel of the Analog Digital Converter type, of the Ethernet type, or of the Flexray type;
• said second electronic module is adapted, via the means of connection between said second electronic module and the internal device of the vehicle, to communicate a diagnostic request to the internal device of the vehicle and to receive an encoded result resulting from this request, said device integrating : decoding means for decoding said result received by the second electronic module, and connection means between said first and second electronic modules for communicating the result to the first electronic module, which first electronic module is suitable for communicating the decoded result to a device external to the vehicle via the wireless network;
• the autonomous metrological device further comprises a luminous repeater, said luminous repeater being intended to be placed outside the vehicle, said luminous repeater comprising: two luminous indicators of occupancy corresponding respectively to a "free" state or a " occupied” of the vehicle; an antenna adapted to communicate according to a secure Bluetooth standard with the calculation unit of the autonomous metrological device; the calculation unit being able to determine, and to communicate to said light repeater according to the secure Bluetooth standard, one of the light indicators of occupation to be illuminated;
• Said light repeater comprises a plurality of zone light indicators corresponding respectively to each of the movement zones of the vehicle; the calculation unit being able to determine, on the basis of the instantaneous position of the vehicle, one of the zone light indicators to be illuminated and to communicate said zone light indicator to be illuminated to said light repeater according to the secure Bluetooth standard;
• each hourly rate includes a rate in time and a rate in distance, each rate in time and each rate in distance being chosen according to at least one of the following criteria: the zone of movement of the vehicle, the moment of movement of the vehicle ;
• the calculation of the instantaneous cost depends on a mathematical formula involving the hourly rate, the mathematical formula and/or the hourly rate being automatically updated;
• At least one spatio-temporal datum is chosen from: the speed of the vehicle and the distance traveled by the vehicle;
• the first and second values of said at least one space-time datum of the vehicle are acquired at regular time intervals, between 0.05 seconds and 0.9 seconds;
• the instantaneous cost corresponds to the cost of a segment of the path carried out between two acquisitions of the first and second values of each spatio-temporal datum;
• the calculation of the cost of the journey comprises the calculation of a carbon cost over the basis of the distance traveled by the vehicle, said carbon cost being representative of a price corresponding to a quantity of carbon emitted by the vehicle during the journey.
• Figure 1 is a schematic representation of an autonomous metrological device according to the invention
• Figure 2 is a flowchart summarizing the main steps of a method in accordance with the invention when the spatio-temporal datum whose values are acquired is the distance traveled,
• Figure 3 is a flowchart summarizing the main steps of the method according to the invention when the spatio-temporal datum whose values are acquired is the speed of movement of the vehicle, and
• Figure 4 is a schematic sectional representation of a vehicle equipped with the autonomous metrological device of Figure 1 and a light repeater.
• FIG 1 there is shown schematically an autonomous metrological device 100 according to the invention, embedded in a vehicle 1 which is here a motor vehicle.
• the autonomous metrological device 100 is intended to calculate a cost associated with the use of the motor vehicle to make a journey. “Autonomous” means that the device is suitable for calculating the cost of the trip without human intervention. [0024] In the remainder of the description, a particular form of the autonomous metrological device 100 will be described, namely a taximeter 100.
• the taximeter 100 is a legal metrology instrument, ie subject to legislative standards and benefiting from an approval, which is distinguished in particular from other devices which can be installed in motor vehicles by its reliability and its inviolability.
• the taximeter 100 comprises a sealed box in which are housed various electronic elements for determining the price of a taxi ride.
• the case of the taximeter 100 houses a calculation unit 30 in the form of a motherboard 31, also called a microprocessor or electronic card, capable of carrying out various calculation operations and in particular of implementing a mathematical formula through which the cost of a trip is calculated from different parameters evaluated over a given time interval.
• a calculation unit 30 in the form of a motherboard 31, also called a microprocessor or electronic card, capable of carrying out various calculation operations and in particular of implementing a mathematical formula through which the cost of a trip is calculated from different parameters evaluated over a given time interval.
• the motherboard 31 hosts an internal memory 32 containing an application algorithm, that is to say lines of code, adapted to perform said operations and in particular to apply the mathematical formula.
• the application algorithm runs discretely, at regular time intervals, for example every 500ms.
• the total cost of the trip is obtained by summing the instantaneous costs calculated over each time interval (of 500 ms) elapsing between two successive executions of the application algorithm.
• the internal memory 32 here also has in memory a map of the region in which the taxi is intended to operate, which is associated with different tariffs.
• the internal memory 32 has more particularly in memory a plurality of movement zones of the vehicle 1.
• the internal memory 32 also has in memory an hourly rate associated with each movement zone. Travel zones thus correspond to different tariff zones. For example, travel zones can be concentric and the more peripheral a zone, the higher its hourly rate. The definition of travel zones and their associated hourly rates are typically imposed by the legislator.
• Each hourly rate more specifically comprises a time rate, which is applied to calculate the cost of the journey in relation to the duration of the journey, and a distance rate, which is applied to calculate the cost of the journey in relation to the length of the trip, typically in kilometers.
• the hourly rate for each travel zone may depend on the time of day, that is to say the instant of travel of the vehicle 1. For example, night rates, more expensive than day rates, may apply.
• the plurality of movement zones of the vehicle 1 is for example recorded in the internal memory 32 in the form of a double-entry table.
• the two inputs are for example the longitude and the latitude of the vehicle 1 and each longitude-latitude pair makes it possible to determine the zone of movement in which the vehicle is located at a given instant.
• the travel zones and their associated hourly rates are pre-recorded on the internal memory 32.
• the taximeter 100 can access them independently during the race.
• the travel zones and their associated hourly rates can be updated automatically thanks to wireless and secure communication between the taximeter 100 and devices external to the vehicle, for example a remote server.
• the mathematical formula for calculating the cost is generally imposed by the legislator and may change over time. It is considered here that the various parameters involved in the mathematical formula are, on the one hand, the value of at least one spatio-temporal datum associated with the vehicle 1, such as the distance traveled or the speed of movement of the vehicle, on the given time interval, and, on the other hand, an hourly rate which is chosen according to at least one of the following criteria: the zone of movement of the vehicle, the instant of movement of the vehicle, and the speed of movement of the vehicle.
• the mathematical formula involves both the value of the distance traveled and the value of the speed of the vehicle over the same time interval, and that the hourly rate is chosen according to the zone of movement of the vehicle and the moment of movement of the vehicle.
• the time of movement of the vehicle here includes the notions of time of day and date of day.
• the hourly rate can indeed vary according to the day of the week (weekend or not), holiday periods or public holidays.
• the taximeter 100 guarantees the reliability of the value of each of the spatio-temporal data used in the cost calculation.
• the taximeter 100 is capable of acquiring two values of the same space-time datum from two different sources, and of selecting from these two values the one that is the most reliable in order to use it in the calculation. Cost.
• the taximeter 100 can also acquire either two values of movement speed then select from these two values, or two values of distance traveled then select from these two values.
• the taximeter 100 can also acquire two displacement speed values and two distance values then select a speed value and a distance value.
• the taximeter 100 comprises:
• a first electronic data acquisition module 10 adapted to communicate via a wireless network 11 with at least one device 5 external to the vehicle to acquire a first value of at least one of the space-time data of the vehicle 1 mentioned above, over a given time interval, and
• first and second electronic modules 10, 20 of the taximeter 100 are housed in the casing of the taximeter 100.
• first and second electronic modules 10, 20 are synchronized so that the corresponding time interval to the values acquired by the first electronic module 10 is identical to the time interval corresponding to the values acquired by the second electronic module 20.
• the first electronic module 10 comprises a printed circuit on which is connected a SIM card adapted to communicate, in transmission and in reception, with the device 5 external to the vehicle via at least one of the following channels: the mobile phone network (or Global System for Mobile Communication - GSM), 3G, 4G, 5G, Bluetooth, Wifi, the global positioning network (or Global Positioning System - GPS), the general packet radio connection service (or General Packet Radio Service - GPRS).
• an antenna is also electronically connected to the printed circuit of the first electronic module 10. It may for example be a radiotelephony antenna or a GPS antenna.
• the first electronic module 10 is also electronically connected to the motherboard 31 of the calculation unit 30 so that, on the one hand, the calculation unit 30 can request the first electronic module 10 to acquire information from the external device 5, and, on the other hand, the values acquired thanks to the first electronic module 10 are recorded, at least temporarily, in the internal memory 32 of the calculation unit 30.
• the device 5 external to the vehicle to which the first electronic module 10 has access, via the wireless network 11, constitutes the first source from which the value of each space-time datum is acquired over the given time interval.
• the external device 5 is considered to be “external to the vehicle” insofar as it is independent of said vehicle and of its operation. It is generally located outside vehicle 1, but not necessarily.
• the external device 5 is a satellite of the GPS network.
• the first electronic module 10 acquires from the satellite the instantaneous GPS position information of the vehicle 1, from which are deduced the first value of the distance traveled by the vehicle 1 and the first value of the speed of movement of the vehicle 1 , over the given time interval.
• the given time interval over which the first distance and speed values are acquired corresponds to the overall time elapsed between several relevant successive acquisitions of the GPS position of the vehicle 1.
• the first electronic module indirectly acquires the first value of the spatio-temporal data of speed and distance traveled since the first value of said spatio-temporal data is deduced from the position information of the vehicle 1.
• the first electronic module 10 transmits to the calculation unit 30 the position snapshot of the vehicle acquired from the GPS satellite, and the calculation unit 30 deduces from this position and from the positions previously acquired the values of speed and distance traveled.
• the first electronic module 10 is also capable of acquiring, from the satellite, the exact time of the day at which the movement occurs, in the time zone corresponding to the zone of movement of the vehicle 1, and the zone movement of the vehicle. This information is transmitted to the calculation unit 30, the latter then being able to deduce therefrom the hourly rate to be used in the calculation of the cost of the journey.
• the calculation unit 30 is therefore able to determine, on the basis of the instantaneous position of the vehicle 1, the hourly rate, that is to say the rate in time and the rate in distance, to be considered on the given time interval.
• the second electronic module 20 comprises a printed circuit on which the connection means 21 are electronically connected.
• the connection means 21 are formed by at least one electric weld making it possible to connecting to the printed circuit one or more electric wires having a conductive copper core, through which the information coming from the internal device 2 passes.
• the connection means could take the form of electronic ports intended to accommodate an electronic plug of an electric cable connecting the second electronic module 20 and the internal device 2.
• the second electronic module 20 is also electronically connected to the motherboard 31 of the calculation unit 30 so that, on the one hand, the calculation unit 30 can request the second electronic module 20 to acquire the second value of each spatio-temporal datum, and, on the other hand, the second values acquired by the second electronic module 20 are recorded, at least temporarily, in the internal memory 32 of the calculation unit 30.
• the internal device 2 in the vehicle to which the second electronic module 20 has access, via the connection means 21, constitutes the second source from which the second value of each space-time datum is acquired over the given time interval.
• the internal device 2 is considered as "internal to the vehicle" as opposed to the external device 5, that is to say that it is integrated into the vehicle 1.
• the internal device 2 and the external device 5 are distinct and different from each other.
• the internal device 2 is a multiplexed channel internal to the vehicle, on which circulate data exchanged within the vehicle, between various elements of said vehicle, for example between various sensors of the vehicle.
• the multiplexed channel internal to the vehicle is for example an Analogue-to-Digital Converter (or CAN) present in the vehicle 1.
• the CAN gathers the information coming from various sensors of the vehicle 1, and gives access to frames of pulses generated by said sensors, in particular those associated with the distance traveled by the vehicle 1 over a given time interval, and those associated with the average speed of the vehicle over the time interval considered.
• the second electronic module 20 is capable of recovering these pulse frames via the wired connection (copper wire) between said CAN and the second electronic module 20.
• the second electronic module 20 is also capable of decoding these frames of pulses, alone or with the aid of the calculation unit 30, to deduce therefrom the second value of distance traveled and the second value of speed of the vehicle 1 over the time interval considered.
• the second electronic module 20 directly acquires the second spatio-temporal data value of speed and distance traveled, from the CAN.
• the multiplexed channel internal to the vehicle constituting the internal device 2 to the vehicle from which the second value of each space-time datum is acquired could be a multiplexed channel of the Ethernet type, or else of the Flexray type.
• the connection means between the second electronic module 20 and said multiplexed channel are adapted, in a manner known per se.
• the first and second electronic modules 10, 20 are separate from each other. Alternatively, they could very well be supported by the same printed circuit. It emerges from the above that the first and second electronic modules 10, 20 are digital or analog communication means connected electronically to the motherboard 31 of the calculation unit 30, or integrated into the latter.
• the communication protocols of said electronic modules 10, 20 are adapted to the types of data that they have to acquire and to the types of data that they must provide, among other things, to the application algorithm of the calculation unit 30.
• the motherboard 31 of the calculation unit 30 is able to:
• the calculation unit 30 determines the most reliable speed value and the most reliable distance value.
• the taximeter 100 guarantees that the value of the spatio-temporal datum used in the calculation of the cost is always a reliable value and does not take account of fraudulent or erroneous values.
• the calculation unit 30 also determines the instantaneous position of the vehicle 1 over the given time interval.
• the calculation unit then accesses the plurality of movement zones recorded in its internal memory 32, which enables it to determine the movement zone in which the vehicle 1 is located over the given time interval.
• Said determined movement zone is for example that in which the vehicle 1 is located at the start or at the end of the given time interval. Once this zone has been determined, the calculation unit 30 can automatically deduce therefrom the applicable hourly rate for the given time interval.
• the calculation unit 30 performs the following operations in application of the mathematical formula:
• the cost over the given time interval is determined as the product between the distance traveled and the distance rate;
• the cost over the time interval is determined as the product between the duration of the given time interval and the rate in time.
• the mathematical formula describes that the selection of the rate, between the rate in time and the rate in distance, to be applied for the calculation of the cost over the given time interval depends on the speed 1 of the vehicle over the time interval.
• the calculation unit can also determine the time corresponding to said given time interval and apply the associated hourly rate to the calculation of the cost of the trip.
• the taximeter 100 further comprises an interface module 40 electronically connected to the motherboard 31.
• the interface module 40 comprises a display screen adapted to display, in the vehicle 1, information relating to the operation of the taximeter, intended for the user and/or the driver. This information is for example the instantaneous cumulative cost of the trip, or statistical information relating to the use of the vehicle such as the average time of the taxi trip, the most frequent zone of departure and/or arrival of the taxi , the area closest to the current position of vehicle 1 where the next race is most likely to start given the time of day.
• the screen of the interface module 40 allows also to display the geographical areas defined by the legislator in which there are not enough taxis and which may give rise to a bonus.
• Another interesting functionality enabled by the interface module 40 of the taximeter consists in memorizing the location (or the GPS position) of the start of each trip of the vehicle 1.
• the calculation unit 30 is then able to identify the number of races started in various delimited geographical zones, for example in square zones of 100m side, and the interface module 40 can then display a map on which appear said zones as well as the number of races identified in each, according to the time chosen by the driver. Thanks to this feature, the driver is informed of the areas where he is most likely to find customers at the chosen time.
• the interface module 40 of the taximeter also includes at least one button through which a user of the vehicle, driver or user, can signal the start and the end of the trip.
• the action of the user on the button allows the entry of "start of race” and "end of race” information intended for the motherboard 31 of the calculation unit 30. Thanks to this information of start and end of race, the calculation unit 30 is adapted to calculate the time spent in the vehicle 1.
• the time spent in the vehicle is another spatio-temporal datum whose value can possibly be used in the mathematical formula for calculating the cost of the journey, according to what the legislator authoring the formula provides.
• the interface module 40 takes the form of a touch screen.
• any other form of interface module is possible, in particular an LCD screen associated with mechanical buttons.
• the taximeter 100 further comprises a payment unit 50 which contains:
• a payment processor also called a payment terminal
• connection means both between the calculation unit 30 and the payment unit 50 and between the payment processor and the payment unit 50, can be similar to those used by the first and second electronic modules 10, 20, namely ports for a wired connection, or an antenna for a wireless connection.
• the means of connection will be the Bluetooth, Wifi, 3G, 4G connectivity of the first electronic module 10 or the wired Ethernet or USB connectivity of the second electronic module 20.
• the payment unit 50 of the taximeter may also include a printer and a smart card reader to facilitate payment.
• the taximeter 100 is used to, on the one hand, implement self-diagnosis protocols on the vehicle, as required by the OBD (On Board Diagnostic) standard, and, on the other hand, to make available to a third party (vehicle manager, driver, vehicle manufacturer or legislator), the results of these self-diagnosis protocols.
• OBD On Board Diagnostic
• a third party vehicle manager, driver, vehicle manufacturer or legislator
• the second electronic module 20 of the taximeter 100 is adapted, via the connection means 21 between said second electronic module 20 and the internal device 2 of the vehicle, to communicate a diagnostic request to the internal device 2 of the vehicle and to receive an encoded result resulting from this request.
• the request comprises an encoded message intended for the CAN, said message translating questions laid down by the OBD standard.
• the query interrogates the CAN to find out if any shorts are present in the vehicle's electronic circuits.
• the result of this query is an encoded message that answers the query questions. It is necessary to understand by “encoded” the fact that the information is in the form of 0 and 1, or pulses.
• the taximeter 100 therefore comprises:
• the decoding means will not be detailed because they are known per se.
• the decoding means are here included in the calculation unit 30 to which the second electronic module 20 is electronically connected.
• the decoding aims to transform the result, which is a series of pulses, that is to say 1s and 0s answering the questions of the request, into an intelligible message for the diagnostician.
• the intelligible message can for example consist of the illumination of a light indicating a malfunction, or of a written message giving more precise information on the nature of the problem encountered.
• connection means between the first and second electronic modules 10, 20 are here formed by the connection means which exist between each electronic module and the calculation unit 30, and more precisely between each electronic module and the internal memory. 32, to which the two electronic modules 10, 20 are electronically connected. In other words, it is not necessary (even if it is possible) for there to be direct connection means between the first and second electronic modules 10, 20, the respective connection means of each electronic module 10, 20 to the calculation unit 30 being sufficient to electronically connect the modules together.
• FIG. 2 represents the main steps of the method according to the invention when the spatio-temporal datum whose most reliable value is sought to be acquired is the distance traveled by the vehicle.
• FIG. 3 represents the main steps of the method according to the invention when the spatio-temporal datum whose most reliable value is sought to be acquired is the speed of the vehicle.
• the methods represented in the two figures 2 and 3 are implemented in parallel and the step of calculating the cost of the journey (represented by the box E7 in the said figures 2 and 3) takes into account both the spatial data -temporal distance traveled and that of speed.
• each method illustrated either in Figure 2 or in Figure 3 can be implemented independently of the other.
• the method according to the invention can be implemented only for the spatio-temporal datum of the speed of movement.
• the spatio-temporal datum of the distance traveled can itself be acquired and determined uniquely (that is to say without comparison) either by the first electronic module 10 or by the second electronic module 20.
• the cost of the journey is all the same more reliable than that calculated by the methods of the prior art.
• Each method is implemented by the taximeter 100 according to the invention, and in particular by the first and second electronic modules 10, 20 and by the calculation unit 30 of the taximeter 100.
• each method is implemented implemented in parallel, to gain time.
• the acquisition of the first value of each spatio-temporal datum of the vehicle 1 is carried out by means of the first electronic module 10.
• the acquisition of the second value of each spatio-temporal datum of the vehicle 1 is carried out by means of the second electronic module 20.
• the method according to the invention provides for:
• the method according to the invention can be implemented "regardless of the spatio-temporal datum", therefore either for the distance traveled or for the speed of movement, the other spatio-temporal datum then being able to be uniquely acquired for the calculation of the cost of the journey.
• the method is however described in the case where it is applied simultaneously to the distance traveled and to the speed of movement.
• the acquisition of the first value of each space-time datum is carried out indirectly by the first electronic module 10, from the GPS satellite.
• the first electronic module 10 acquires the GPS position of the vehicle from the satellite, then transmits this information to the calculation unit 30 (box El in FIGS. 2 and 3).
• the calculation unit 30 determines (box E2 in FIGS. 2 and 3) whether the GPS position acquired is a relevant position or whether it is, on the contrary, aberrant, for example because it was obtained while the vehicle was going through a tunnel. To do this, the calculation unit 30 compares the GPS position acquired and the GPS position previously acquired to deduce therefrom the speed of movement of the vehicle between these two positions (called instantaneous speed), knowing that the time elapsed between the two acquisitions of GPS positions is known. The calculation unit 30 then compares this instantaneous speed with a threshold speed which is chosen so as to be significantly higher than a plausible speed of the vehicle, for example chosen to be equal to 250 kilometers per hour while the vehicle is traveling in town.
• a threshold speed which is chosen so as to be significantly higher than a plausible speed of the vehicle, for example chosen to be equal to 250 kilometers per hour while the vehicle is traveling in town.
• the calculation unit 30 concludes that the GPS position of the vehicle acquired from the GPS satellite is aberrant. In this case, the calculation unit 30 does not take this GPS position into account and the first electronic module 10 requires a new position near the satellite (arrow NOT coming from box E2 in FIGS. 2 and 3). On the contrary, if the GPS position is considered relevant, the calculation unit 30 takes this GPS position into account and it is recorded in the internal memory 32 (YES arrow coming from box E2 in FIGS. 2 and 3).
• the calculation unit 30 uses the relevant GPS position acquired to deduce the first vehicle speed value vl (box F3 in FIG. 3) and the first distance value dl traveled by the vehicle (box E3 on the figure 2), over a chosen time interval.
• the time interval chosen must in principle correspond to the time elapsed to acquire at least 5 relevant GPS positions, ie here approximately 2.5 seconds, each acquisition being carried out approximately every 500 milliseconds (ms).
• the calculation unit 30 implements a harmonic mean calculation for example, so as to take account of all the instantaneous speeds and instantaneous distances calculated. between two successive GPS positions acquired, over the chosen time interval (2.5 seconds here).
• the harmonic mean will be the mean of the 4 instantaneous speeds ( or 4 instantaneous distances) calculated between these 5 GPS positions.
• the second value of each space-time datum is acquired directly by the second electronic module 20 from the CAN.
• the acquisition of the second value of distance traveled d2 is represented by boxes E4a, E4b and E5 in Figure 2 and the acquisition of the second vehicle speed value v2 is represented by boxes F4a, F4b and F5a in Figure 3.
• the acquisition of the second value of each spatio-temporal datum comprises:
• a mean calculation (box E5 in figure 2 and box F5a in figure 3), for example of harmonic mean, to obtain the second speed value v2 and the second distance value d2 over the same time interval as that on which the first values of speed vl and distance dl were acquired.
• each pulse frame extends is between 10 ms and 100 ms. This time is imposed by the transience of the information passing through the CAN. Here, each frame spans 100ms.
• the decoding is preferably implemented by the calculation unit 30. It is known per se and will not be described in detail. The general principle is as follows: depending on the number of pulses included in the frame and its duration, and knowing the sensors from which these frames come, it is possible to deduce the instantaneous speed (this is ie over the 100ms over which the frame extends) of the vehicle, and the instantaneous distance traveled (ie over the 100ms over which the frame extends) of the vehicle.
• Verifying the veracity of the frame (box E4b, respectively F4b) amounts to verifying that it is not fraudulent or corrupted, that is to say that it does not include incoherent pulses, which incoherent pulses would generate a disproportionate jump in instantaneous distance or instantaneous speed compared to the instantaneous distance and speed obtained with the previous frames.
• This verification is implemented by the calculation unit 30. This verification is known in the field of taximeters and will not be explained in detail.
• the second electronic module 20 acquires a new frame of pulses from the CAN (arrow NOT from box E4b or box F4b), and ignores the corrupted frame. On the contrary, when the calculation unit 30 concludes that the frame is true (therefore not corrupted), the calculation unit 30 saves the instantaneous distance and speed values in the memory unit 32 (YES arrow from box E4b or box F4b).
• the calculation unit 30 then implements a harmonic mean calculation step (box E5 in FIG. 2 and box F5a in FIG. 3), from all the instantaneous distance values (respectively of instantaneous speeds ) obtained over the time interval over which it is desired to acquire the second distance value d2 (respectively of speed v2).
• this time interval is the same as that over which the first values of speed v1 and distance d1 were acquired by the first electronic module 10, ie 2.5 seconds in the example described.
• This harmonic mean results in the second distance value d2 (respectively speed v2).
• the acquisition of the first value and the acquisition of the second value of each space-time datum preferably take place in parallel with each other, at regular time intervals, here chosen equal to 500 ms. , but which is more generally between 0.05 seconds and 0.9 seconds.
• time intervals here chosen equal to 500 ms. , but which is more generally between 0.05 seconds and 0.9 seconds.
• the method makes provision for selecting the most reliable value so that only this reliable value is taken into account in the calculation of the cost of the trip.
• the selection is implemented by the calculation unit 30, independently for each time interval and for each spatio-temporal datum. This selection is made from the values recorded in the internal memory 32.
• the calculation unit 30 when the spatio-temporal datum is the distance travelled, the calculation unit 30 directly compares the first and second acquired values d1, d2 and selects the smallest distance value. between said two values d1, d2 (box E6 in FIG. 2). This minimum value is the one that will be used in the cost calculation step (box E7).
• the calculation unit 30 when the spatio-temporal datum is the speed of the vehicle, the calculation unit 30 first checks whether the second speed value v2 obtained is reliable (box F5b of Figure 3) , and, depending on whether or not the second acquired value v2 is reliable, compares the first and second values v1, v2.
• checking the reliability of the second speed value v2 amounts to determining whether the second value v2 belongs to a reliability range of the sensor that supplied the frame of pulses.
• the calculation unit 30 checks whether the second speed value v2 is less than a threshold value, for example equal to 3 kilometers per hour. If this is the case, the calculation unit 30 considers that the second speed value v2 is not reliable (arrow NOT coming from box F5b in FIG. 3) and the calculation unit 30 then selects the first value vl speed (box F8 of Figure 3) to calculate the cost of the trip (box E7 of Figure 3). On the contrary, if the second speed value v2 is greater than the threshold value (YES arrow coming from box F5b in FIG. 3), the calculation unit 30 compares the first and second speed values v1, v2 (box F6 in Figure 3).
• the comparison of the first and second speed values v1, v2 amounts to looking at whether the first speed value v1 deviates by more than x% from the second speed value v2 (box F6 of FIG. 3).
• x is between 9 and 12, for example equal to 10 or 11. It must indeed be considered that the second speed value v2, acquired from the CAN must always deviate by a maximum of -7% or -8% of the first speed value vl acquired by deduction of the successive GPS positions, and a maximum of +3% of said first speed value vl.
• the calculation unit 30 performs the following calculation.
• the calculation unit 30 selects the second value v2 (box F9 in FIG. 2) for calculating the cost of the trip (box E7).
• the calculation unit 30 checks whether this non-standard deviation lasts over time (box F7 in FIG. 3). If the non-standard deviation lasts for a period much greater than the regular time interval (here 500ms) at which the first and second values of each space-time datum are acquired, for example if it lasts more than 5 seconds (YES arrow from box F7 in the figure 3), then the calculation unit 30 selects the first speed value v1 (box F8 in FIG.
• the calculation unit 30 selects the second speed value v2 (box F9 in FIG. 3) for implement the mathematical formula for calculating the cost of the trip (box E7 in FIG. 3).
• the calculation unit 30 is always able to select the value of the most reliable spatio-temporal datum acquired from among the two values acquired from the two distinct sources.
• the instantaneous cost corresponds to the cost of a section of path taken between two acquisitions of the first and second values of each spatio-temporal datum.
• the instantaneous cost is therefore calculated regularly, here every 500 ms, using the value of each spatio-temporal datum selected following the acquisitions by the first and second modules 10, 20.
• This duration (here 500 ms) corresponds to the time elapsed to complete the route section.
• This duration corresponds to the time interval at the end of which the first and second values of each spatio-temporal datum are acquired again.
• the taximeter 100 selects the most reliable value of speed and distance traveled by the vehicle, over a given time interval. From these values, and from the hourly rate corresponding to said given time interval, the application algorithm of the motherboard 31 of the calculation unit 30 implements the mathematical cost formula and gives the instantaneous cost of the trip on said given interval.
• the cost of the trip is calculated in real time, that is to say as the trip progresses, thanks to the instantaneous costs.
• the instantaneous cost is calculated based on a distance that has been traveled by vehicle 1 and/or a speed at which vehicle 1 has traveled.
• the path cost is therefore a real-time calculation, i.e. carried out repeatedly at a high frequency (e.g. at 100 ms time intervals), as opposed to a prediction or a point estimate. of the price of the race which would typically be prior to the pick-up of the passenger in vehicle 1.
• a prediction or point estimate is less reliable since the actual route of the race may change during the race, for example to avoid a street closed to traffic.
• the calculation is internal to the taximeter 100 in the sense that the latter does not need to communicate with an external device, such as a remote server, to implement the mathematical formula calculating the cost of the trip.
• the taximeter 100 has in memory the time rate and the distance rate to be applied for each time interval. The fact that the calculation is internal to the taximeter 100 is a security guarantee for the customer.
• the mathematical cost calculation formula and/or the hourly rate are automatically updated. This is made possible thanks, on the one hand, to the connection, via the wireless network 11, between the first electronic module 10 and any device 5 external to the vehicle, and, on the other hand, to the connection between the unit calculation 30 and the first electronic module 10.
• the connectivity to the wireless network 11, in particular 3G, 4G, 5G, or GSM allows the downloading of the files necessary for the update.
• the present invention proposes a new method for evaluating the cost per kilometer of transporting people or things, fully automated, comprising all the digital or analog interfaces necessary for the acquisition of data making it possible to establish the pricing in force at the time of the race.
• the present invention also allows the self-diagnosis of the vehicle and the collection of any type of data coming from the vehicle to make them available to the legislator, the taxi driver, or even the manufacturer or the manager of said vehicle.
• the taximeter according to the invention is suitable for dialogue with multiple devices 5 external to the vehicle such as an antenna of the telephone network, a Bluetooth receiver (for example integrated into a mobile phone which may very well be inside the vehicle), a control device housed with the taxi manager.
• the taximeter 100 has multiple other functionalities permitted by the first and second electronic modules 10, 20 which are adapted to communicate with the devices 5 external to the vehicle. and the internal devices 2 to the vehicle.
• the taximeter 100 is here adapted to communicate with a luminous repeater 200 intended to be placed outside the vehicle 1.
• the luminous repeater 200 makes it possible to provide information on the state of the vehicle 1 to people located outside the vehicle 1.
• the light repeater 200 includes an antenna 210 which allows communication to be established according to a secure Bluetooth standard between the light repeater and the taximeter 100, and more particularly with the motherboard 31 of the unit. calculation 30.
• the antenna 210 thus makes it possible to transmit said information on the state of the vehicle 1 to the luminous repeater 200 which represents them by means of luminous indicators.
• the antenna 210 is for example integrated or connected to an electronic card programmed to control the light repeater 200.
• the taximeter 100 here also includes communication means connected to the calculation unit 30, which include for example a second antenna 110, to be able to communicate with the luminous repeater 200.
• the calculation unit 30 is here programmed to communicate with the luminous repeater 200 according to the secure Bluetooth standard.
• the light repeater 200 is particularly simple to install on the roof of the vehicle 1. For example, it is not necessary to connect it by electric wires with the interior of the vehicle 1. It is also easier to design a waterproof case for the light repeater 200.
• the communication between the luminous repeater 200 and the calculation unit 30 is here secured by means of a white list protocol (better known under the English name of "white list") ensuring that no other electronic device cannot connect to the luminous repeater 200.
• a white list protocol better known under the English name of "white list”
• the secure communication according to a Bluetooth standard makes it possible to pair the calculation unit 30 and the luminous repeater 200, for example to prevent hacking of the luminous repeater 200. It is also provided that once paired with the calculation unit 30, the luminous repeater 200 is no longer visible in Bluetooth by other electronic devices.
• the light repeater 200 more specifically comprises two occupancy light indicators 221, 222 and a plurality of zone light indicators 230.
• a first occupancy indicator light 221 indicates that the vehicle 1 is in a "free” state, that is to say without a passenger
• a second occupancy indicator light 222 indicates that the vehicle 1 is in the “occupied” state, that is to say that a race is in progress.
• the calculation unit 30 determines that the vehicle 1 is either in the "free” state or in the "occupied” state and transmits this information, via Bluetooth communication, to the light repeater 200 which activates, i.e. to say illuminates, the corresponding indicator light 221, 222.
• the luminous repeater 200 comprises as many zone indicators 230 as movement zones in which the vehicle 1 is intended to move.
• the taximeter 100 determines in which travel zone the vehicle 1 is located, it transmits this information, via Bluetooth communication, to the light repeater 200 which activates, that is to say illuminates, the corresponding zone light indicator 230 .
• the taximeter 100 makes it possible to make a call via the SIM card integrated into the first electronic module 10. It is also possible to connect an audio headset to a jack of the first electronic module 10 so that the call remains private. .
• the SIM card of the first electronic module 10 which gives access to various wireless networks 11, it is also possible to create a wifi zone inside the vehicle 1, such as a wifi "hotspot”. , which vehicle users can log into.
• Another interesting functionality of the taximeter 100 resides in the fact of being able to send all the data acquired by the first and the second electronic module 10, 20 to a third party, using the wireless network 11, via any of the transmission channels available.
• Another example of functionality lies in the fact that the taximeter 100 can prevent the vehicle on which it is installed from starting via a request sent to the vehicle, for example to the starter, via the second electronic module 20 .
• Another example of functionality lies in the fact that the taximeter 100 can be deactivated by a request sent remotely by the manager's control device. Such deactivation could be implemented when the taximeter seems corrupted.
• the taximeter 100 makes it possible here to calculate a carbon cost of the trip on the basis of the distance traveled by the vehicle 1. Thanks to the method according to the invention, it is possible to calculate this carbon cost reliably (since the distance traveled is itself determined reliably) and include it in the cost of the trip.
• the carbon cost is calculated here by performing the product between a carbon rate and the distance traveled by the vehicle 1.
• the carbon rate is representative of the price, for example set by legislative standards, of a quantity of carbon emitted per kilometer by the vehicle 1.
• this carbon cost makes it possible to compensate for the carbon dioxide emissions of the vehicle 1 by allocating the amount of the carbon cost of the race to environmental projects such as the planting of trees.
• the present invention is particularly useful for taxi drivers as well as operators of rental or car-sharing vehicles. It is also useful for users of taxis and rental or car-sharing vehicles, as well as for the legislator or taxi unions.
• the invention finds a particularly advantageous application in a motor vehicle, for transporting things or people. It also applies to other types of vehicles such as trains, boats or planes. It could still apply to driving a fictional vehicle in a video game.

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• 2021
  • 2021-03-18 FR FR2102735A patent/FR3120970B1/fr active Active
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  • 2022-03-10 WO PCT/FR2022/050435 patent/WO2022195202A2/fr active Application Filing
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