阅读说明：本技术 用于识别电子单元在机动车辆上的位置的设备 (Device for identifying the position of an electronic unit on a motor vehicle ) 是由 C.古布尔 于 2018-04-23 设计创作，主要内容包括：本发明涉及一种用于识别辅助电子单元(BA)在机动车辆(V)上的位置(PosB)的设备(DISP),包括:-中央电子单元(PE),适合于管理多个辅助电子单元(BA)的电源,并且具有:-切换设备(DC),用于将电源切换到所有辅助电子单元(BA)；-主计时器(CPTA),适合于以与通过所述切换设备(DC)激活所述辅助电子单元(BA)的电源(Vcc)时间相关的方式被触发；和所述多个辅助电子单元；其中每个所述辅助电子单元(BA)包括辅助计时器(CPTB),该辅助计时器适合于以与所述辅助电子单元(BA)的电源时间相关的方式被触发；并且当其被供电时适合于内部地执行至少一个电压测量(V<Sub>H</Sub>、V<Sub>L</Sub>),所述至少一个电压测量(V<Sub>H</Sub>、V<Sub>L</Sub>)表示所述辅助电子单元(BA)在所述机动车辆(V)上的位置(PosB)。(The invention relates to a Device (DISP) for identifying the location (PosB) of an auxiliary electronic unit (BA) on a motor vehicle (V), comprising-a central electronic unit (PE) adapted to manage the power supply of a plurality of auxiliary electronic units (BA), and having-a switching Device (DC) for switching the power supply to all auxiliary electronic units (BA); -a main timer (CPTA) adapted to be triggered in a manner correlated to the time of activation of the power supply (Vcc) of the auxiliary electronic unit (BA) by the switching Device (DC); and the plurality of auxiliary electronic units; wherein each of said auxiliary electronic units (BA) comprises an auxiliary timer (CPTB) adapted to be triggered in a manner correlated to the power supply time of said auxiliary electronic unit (BA); and is adapted to perform internally, when it is powered, at least one voltage measurement (VH, VL) representative of a position (PosB) of the auxiliary electronic unit (BA) on the motor vehicle (V).)

1. device (DISP) for identifying a position (PosB) of an auxiliary electronic unit (BA) on a motor vehicle (V), wherein said identifying Device (DISP) comprises:

-a central electronic unit (PE) adapted to manage the power supplies (Vcc) of a plurality of auxiliary electronic units (BA) and comprising a switching Device (DC) for switching the power supplies (Vcc) of all auxiliary electronic units (BA);

-a main timer (CPTA) adapted to be triggered in a manner correlated to the time of activation of the power supply (Vcc) of the auxiliary electronic unit (BA) by the switching Device (DC);

-said plurality of auxiliary electronic units (BA), each auxiliary electronic unit (BA):

-comprising an auxiliary timer (CPTB) adapted to be triggered in a manner correlated to the power supply time of said auxiliary electronic unit (BA);

-is adapted to perform at least one internal voltage measurement (VH, VL) when the auxiliary electronic unit is powered, said at least one voltage measurement (VH, VL) being representative of a position (PosB) of said auxiliary electronic unit (BA) on said motor vehicle (V).

2. Identification Device (DISP) as claimed in claim 1, wherein the auxiliary electronic unit (BA) is a beacon.

3. An identification Device (DISP) as claimed in claim 1 or claim 2, wherein the switching Device (DC) is adapted to activate the power supplies (Vcc) of the plurality of auxiliary electronic units (BA) simultaneously.

4. An identification Device (DISP) according to any of the preceding claims 1-3, wherein the auxiliary electronic unit (BA) comprises a connector (CoA), said connector (CoV) comprising a power supply pin (Ba +), a ground pin (Ba-) and at least one acquisition pin (BaH, BaL), from which said at least one voltage measurement (VH, VL) is performed.

5. An identification Device (DISP) as claimed in any of the preceding claims 1-4, wherein the auxiliary electronic unit (BA) is adapted to perform two voltage measurements (VH, VL).

6. An identification Device (DISP) as claimed in claim 5, wherein the two voltage measurements (VH, VL) form a combination representing the position (PosB) of the auxiliary electronic unit (BA), and the combination is different for one auxiliary electronic unit (BA) and another auxiliary electronic unit on the motor vehicle (V).

7. the identification Device (DISP) according to any of the preceding claims 1-6, wherein the connector (CoA) of the auxiliary electronic unit (BA) is adapted to be connected to a vehicle connector (CoV) comprising a power pin (Bv +), a ground pin (Bv-), at least one encoding pin (BvH, BvL) and at least one resistor (R2 ', R3', R4 ') linked to at least two of the power pin (Bv +), the ground pin (Bv-) and the at least one encoding pin (BvH, BvL), and wherein the at least one voltage measurement (VH, VL) is a function of the value of the at least one resistor (R2', R3 ', R4').

8. an identification Device (DISP) as claimed in claim 7, wherein the vehicle connector (CoV) comprises two encoding pins (BvH, BvL).

9. A recognition Device (DISP) according to claim 7 or claim 8, wherein the value of said at least one resistor (R2 ', R3', R4 ') is defined to generate a short circuit (CC) between said at least two pins (Bv +, Bv-, BvH, BvL) to which said at least one resistor (R2', R3 ', R4') is linked.

10. identification Device (DISP) according to any of the preceding claims 1 to 9, wherein the auxiliary electronic unit (BA) is adapted to broadcast an advertising frame (ADV) comprising the Identifier (ID), the position (PosB) of the auxiliary electronic unit (BA) on the motor vehicle (V) and the auxiliary timer (CPTB) when the auxiliary electronic unit (BA) is powered.

11. Identification Device (DISP) according to claim 10, wherein the central electronic unit (PE) is adapted to:

-receiving said advertisement frames (ADV) broadcast by said auxiliary electronic unit (BA);

-associating the auxiliary timer (CPTB) with the main timer (CPTA) to check whether the auxiliary electronic unit (BA) belongs to the motor vehicle (V);

-saving in a memory the location (PosB) and the Identifier (ID) of the auxiliary electronic unit (BA) received in the advertisement frame (ADV).

12. an identification Device (DISP) as claimed in claim 11, wherein the central electronic unit (PE) is further adapted to send to the user terminal (SP) the Identifier (ID) and the location (PosB) associated with each auxiliary electronic unit (BA) on the motor vehicle (V).

13. Identification Device (DISP) according to any of the preceding claims 1-12, wherein the central electronic unit (PE) is further adapted to:

-simultaneously deactivating the power supply of all the auxiliary electronic units (BA); and

-simultaneously reactivating the power supply of all the auxiliary electronic units (BA).

14. Identification Device (DISP) according to any of the preceding claims 1 to 13, wherein the switching Device (DC) comprises a single switch (IT) associated with all auxiliary electronic units (BA).

15. an identification Device (DISP) according to any of the preceding claims 1-14, wherein said central electronic unit (PE) is or is adapted to cooperate with a computer (CAC) connectable to a network of motor vehicles (V).

Technical Field

The invention relates to a device for identifying the position of an auxiliary electronic unit on a motor vehicle.

It is particularly suitable, but not limited to, in the field of motor vehicles.

Background

in the field of motor vehicles, when an auxiliary electronic unit, such as a beacon, is mounted on a motor vehicle by an operator, the identification of the position of such an auxiliary electronic unit on the motor vehicle is performed. For this purpose, in a so-called learning phase, the operator uses specific hardware to read the bar code on each auxiliary electronic unit, which is then mounted on the motor vehicle and associated with the position where it is mounted on the motor vehicle. He or she then notifies the database that is accessible by the motor vehicle. One disadvantage of this prior art is that this learning phase takes too long and is expensive because of the manual operation required with special hardware.

Disclosure of Invention

To this end, the invention proposes a device for identifying the position of an auxiliary electronic unit on a motor vehicle, wherein said identification device comprises:

-a central electronic unit adapted to manage the power supplies of a plurality of auxiliary electronic units and comprising a switching device for switching the power supplies of all the auxiliary electronic units;

-a main timer adapted to be triggered in a manner correlated to the time of power supply of the auxiliary electronic unit activated by the switching device;

-said plurality of auxiliary electronic units, each auxiliary electronic unit:

-comprising an auxiliary timer adapted to be triggered in a manner correlated to the power supply time of said auxiliary electronic unit;

-is adapted to perform at least one internal voltage measurement when an auxiliary electronic unit is powered, said at least one voltage measurement being representative of the position of said auxiliary electronic unit on said motor vehicle.

Thus, as will be seen in detail below, by activating the power supply of all the auxiliary electronic units, the latter will be able to know their position by performing an internal voltage measurement and returning it to the central electronic unit together with their identifier. Thus, the central electronic unit will be able to associate each received identifier with a location. Furthermore, by means of the correlation between the main timer and the auxiliary timer, the central electronic unit can check whether the auxiliary electronic unit, the power supply of which has just been activated, does indeed belong to the motor vehicle and not to another motor vehicle. Thereby performing pairing of the auxiliary electronic unit with the given motor vehicle.

According to non-limiting embodiments, the identification device may further include one or more of the following additional features.

according to a non-limiting embodiment, the auxiliary electronic unit is a beacon.

According to a non-limiting embodiment, the switching device is adapted to activate the power supplies of said plurality of auxiliary electronic units simultaneously.

According to a non-limiting embodiment, the auxiliary electronic unit comprises a connector comprising a power pin, a ground pin and at least one acquisition pin from which said at least one voltage measurement is performed.

according to a non-limiting embodiment, the auxiliary electronic unit is adapted to perform two voltage measurements.

according to a non-limiting embodiment, the two voltage measurements form a combination representing the position of the auxiliary electronic unit, and the combination is different for one auxiliary electronic unit and another auxiliary electronic unit on the motor vehicle.

According to a non-limiting embodiment, the connector of the auxiliary electronic unit is adapted to be connected to a vehicle connector comprising a power pin, a ground pin, at least one encoding pin and at least one resistor linked to at least two of the power pin, the ground pin and the at least one encoding pin, and wherein the at least one voltage measurement is a function of the value of the at least one resistor.

According to a non-limiting embodiment, the vehicle connector includes two encoding pins.

According to a non-limiting embodiment, a value of the at least one resistor is defined to generate a short circuit between the at least two pins to which the at least one resistor is linked.

According to a non-limiting embodiment, when the auxiliary electronic unit is powered, the auxiliary electronic unit is adapted to broadcast an advertising frame comprising the identifier, the position of the auxiliary electronic unit on the motor vehicle and said auxiliary timer.

according to a non-limiting embodiment, said central electronic unit is adapted to:

-receiving said advertisement frame broadcast by said auxiliary electronic unit;

-associating said auxiliary timer with said main timer to check whether said auxiliary electronic unit belongs to said motor vehicle;

-saving in a memory said location and said identifier of said auxiliary electronic unit received in said advertisement frame.

According to a non-limiting embodiment, the central electronic unit is also adapted to send to the user terminal the identifier and the relative position of each auxiliary electronic unit on the motor vehicle.

According to a non-limiting embodiment, said central electronic unit is further adapted to:

-simultaneously deactivating the power supply of all the auxiliary electronic units; and

-simultaneously reactivating the power supply of all the auxiliary electronic units.

According to a non-limiting embodiment, the switching device comprises a single switch associated with all the auxiliary electronic units.

According to a non-limiting embodiment, said central electronic unit is or is adapted to cooperate with a computer connectable to a network of motor vehicles.

According to a non-limiting embodiment, the central electronic unit and the auxiliary electronic unit are adapted to communicate with the user terminal according to the bluetooth (TM) communication protocol. In a non-limiting variant embodiment, the communication protocol is bluetooth low energy (TM).

According to a non-limiting embodiment, the user terminal is an identifier, a cell phone, a tablet, a badge (badge).

Drawings

The invention and its various applications will be best understood by reference to the following description and drawings.

figure 1a represents a diagram of a device for identifying the position of an auxiliary electronic unit on a motor vehicle, according to a first non-limiting embodiment of the present invention, said identification device comprising a central electronic unit and a plurality of auxiliary electronic units;

Figure 1b represents a diagram of a device for identifying the position of an auxiliary electronic unit on a motor vehicle according to a second non-limiting embodiment of the present invention;

FIG. 2 represents the architecture of the identification device of FIG. 1a or 1b according to a first non-limiting embodiment;

FIG. 3 represents the architecture of the identification device of FIG. 1a or 1b according to a second non-limiting embodiment;

figure 4 represents a switching device of the central electronic unit of figures 1a and 1b according to a non-limiting embodiment;

Figure 5 represents a coding table indicating the coding of the short circuit between the different pins of the vehicle connector suitable for cooperating with the connector of the auxiliary electronic unit according to figure 1a or 1b, on which the voltage measurement representative of the position of the auxiliary electronic unit is carried out;

figures 6a to 6d represent the different short circuits that are generated in the vehicle connector defined in the coding table of figure 5;

FIG. 7 represents a timing diagram showing an initialization phase in which the central electronic unit and the plurality of auxiliary electronic units of the identification device of FIG. 1a or 1b cooperate together, according to a non-limiting embodiment; and

Fig. 8 represents a sequence diagram showing the operating phases in which said central electronic unit and said plurality of auxiliary electronic units of the identification device of fig. 1a or 1b cooperate with a user terminal, according to a non-limiting embodiment.

Detailed Description

Elements that are structurally or functionally identical and appear in different figures retain the same reference numeral, unless otherwise stated.

The present invention relates to a device DISP for identifying the position of an auxiliary electronic unit on a motor vehicle.

the identification device DISP is described with reference to fig. 1a to 8.

As shown in fig. 1a and 1b, the identification device DISP includes:

-a central electronic unit PE suitable for managing the power supply Vcc of a plurality of auxiliary electronic units BA;

-at least one master timer CPTA; and

-said plurality of auxiliary electronic units BA.

Said central electronic unit PE and said auxiliary electronic unit BA are adapted to communicate with a user terminal SP. In a non-limiting embodiment, they communicate with said user terminals SP according to the bluetooth (TM) communication protocol or the bluetooth low energy (TM) communication protocol called BLE.

For the rest of the description, the term unit will be used to indicate the user terminal SP or the auxiliary electronic unit BA or the central electronic unit PE.

in a non-limiting embodiment, the auxiliary electronic unit BA is a beacon. In the following description, the term auxiliary electronic unit or beacon will be used without distinction.

In the non-limiting example shown in fig. 2 and 3, the identification device DISP comprises six beacons BA1 to BA 6.

Architecture

The identification device DISP may have a different architecture as described below according to non-limiting embodiments.

In the first non-limiting embodiment shown in fig. 2, said central electronic unit PE is a computer CAC connectable to a network NTW of a motor vehicle V. In a non-limiting example, the network is a LIN or CAN network.

In a second non-limiting embodiment, shown in fig. 3, said central electronic unit PE is suitable for cooperating with a computer CAC connectable to a network NTW of a motor vehicle V. The connectable computer CAC communicates with the user terminal SP via BLE or bluetooth (TM) communication. This embodiment is advantageous when it is not possible to incorporate the switching device DC in a standard connectable computer of a motor vehicle, in particular when it is not possible to add power and/or ground pins B (described later) thereon. In this second embodiment, the central electronic unit PE cooperates with a connectable computer CAC via a LIN ("local interconnect network") or CAN ("controller area network") network of the motor vehicle V. The central electronic unit PE therefore acts as a gateway for managing the power supply Vcc of the beacon BA. It should be noted that after performing the initialization phase PH0 described later, the central electronic unit PE will return a list MAP of the given beacons BA and their positions PosB to the computer CAC via the LIN/CAN network, and the computer CAC will send this list to the user terminal SP.

the elements of the user terminal SP and the identification device DISP are described in detail below.

Subscriber terminal SP

The subscriber terminal SP is shown in fig. 1a and 1 b.

In a non-limiting embodiment, the user terminal SP comprises a display screen E.

The user may control the execution of the function Fct by means of the user terminal SP. In a non-limiting embodiment, the function Fct is the locking/unlocking of the motor vehicle V to access the motor vehicle V or the start of the motor vehicle V or any other function of the location where the user terminal SP is required. The function Fct thus makes it possible to access the motor vehicle V, that is to say it can open/close an opening (door or trunk lid) of the vehicle. The procedures for accessing the motor vehicle or for starting via the user terminal SP are well known to the person skilled in the art and are therefore not described here.

the user terminal SP is, in a non-limiting example, an identifier, a badge, a tablet, a mobile phone (for example, in a non-limiting example, a smartphone) used by the user of the motor vehicle V.

for use with a motor vehicle V, the user terminal SP must be paired with the motor vehicle V. When the user terminal SP is located in the vicinity of the motor vehicle V, the pairing is performed after the user terminal SP has been authenticated. Since such authentication is known to those skilled in the art, it will not be described here. When the user terminal SP is paired, a secure communication channel is established (via the central electronic unit PE or the computer CAC) with the motor vehicle V.

Furthermore, for safety reasons, the execution of the function Fct of the motor vehicle V depends on the location of the user terminal SP with respect to the motor vehicle V, i.e. the distance it is located with respect to the motor vehicle V. In a non-limiting example, the unlocking of the motor vehicle V may be performed when the user terminal SP is located close to the motor vehicle V (at a distance substantially less than or equal to 2 meters (m), in a non-limiting example of good practice recommended by reference organizations in the field like the british union "sarschem (Thatcham)).

The measurement of the distance between the user terminal SP and the motor vehicle V is performed by measuring the strength of the received signal, the initial strength of which is known (i.e. the transmission strength of said signal is known), which makes it possible to deduce the distance between the transmitter and the receiver by evaluating the drop in signal strength due to the free space separating the motor vehicle V from the user terminal SP. Here, the transmitter is an electronic unit BA or a central unit PE of the motor vehicle V and the receiver is a subscriber terminal SP.

this method is referred to as measurement by RSSI ("received signal strength indication").

The user terminal SP is therefore adapted to measure the received strength RSSI of the received signal (function MEAS (SP, ADV, RSSI) shown in fig. 1). In the following description, the term received strength, RSSI, measurement or RSSI measurement will be used without distinction.

To improve the measurement of the distance, a plurality of electronic units BA, PE are used and a location algorithm is performed on the different received signal strength measurements. As will be shown below, the signal received by the subscriber terminal SP is an advertisement frame ADV broadcast by the electronic units BA, PE.

as shown, the user terminal SP comprises a wireless communication module MC0, and thus in a non-limiting example the wireless communication module MC0 comprises a BLE antenna acting as a transceiver.

The wireless communication module MC0 of the user terminal SP makes it possible to establish a wireless link (here "bluetooth low energy TM") with the wireless communication module MC2 of the beacon BA of the motor vehicle V or with the wireless communication module MC1 of the central electronic unit PE. The wireless communication module MC0 of the user terminal SP is adapted to be in a scanning mode. For this purpose, it is suitable to perform a scan of the advertising channel CA to receive advertising frames ADV broadcast by the electronic units BA or PE.

the user terminal SP is therefore adapted to receive advertisement frames broadcast by the electronic unit BA or PE (functions RX (SP, ADV) shown in fig. 1).

Furthermore, the user terminal SP is adapted to save in the memory MEM 1a list MAP of the identifier IDs of the beacons BA and their respective positions PosB (functions SAV (SP, IDi, PosBi, MEM1) shown in fig. 1), which list is established in an initialization phase PH0 described later.

Finally, during an operating phase PH1 described later, the user terminal SP is adapted to:

-comparing the identifier ID of a beacon BA received in an advertisement frame ADV broadcast by said beacon BA with identifiers originating from said list and stored in memory (function COMP (IDi, MAP) shown in fig. 1); and

-comparing the secondary timer CPTB of the beacon BA received in the advertisement frame ADV broadcast by the beacon BA with the received main timer CPTA (function COMP (CPTA, CPTBi) shown in fig. 1).

The supplementary timer CPTB and the main timer CPTA are described later. They make it possible (in particular for the subscriber terminal SP) to check whether the beacon BA is not hacked.

In a non-limiting embodiment, the user terminal SP is also adapted to calculate its position POS (through the function CAL (D0, POS, V) shown in dashed lines in fig. 1a and 1 b) relative to the motor vehicle V from each distance D0 at which it is located relative to each beacon BA.

Central electronic unit PE

The central electronic unit PE is shown in fig. 1a and 1 b.

The central electronic unit PE is also referred to as a central transceiver.

The central electronic unit PE is in a so-called connectable mode because it is able to establish a connection with the user terminal SP.

It is adapted to be in either a broadcast mode (the "advertisement" mode in bluetooth (TM) technology) or a scanning mode in bluetooth (TM) technology. To this end, the central electronic unit PE comprises a wireless communication module MC1 comprising, in a non-limiting example, a BLE antenna acting as a transceiver.

in the broadcast mode, the central electronic unit PE is adapted to broadcast a plurality of advertisement frames ADV (functions BRD (ADV0, PUtx) shown in fig. 1a, 1 b) in a specific channel, called advertisement channel CA, different from the data channel CD used to send the frames to exchange application data related to the established connection. The advertisement channel CA is allocated on the 2.4GHz band.

in the scanning mode, the central electronic unit PE is adapted to perform a scan of said advertising channels CA to receive advertising frames ADV broadcast by the auxiliary electronic units BA.

in addition to the advertisement frames ADV, the central electronic unit PE may also exchange data frames with the user terminal SP via data channels CD, which form part of a secure communication channel.

in a non-limiting embodiment, the central electronic unit PE is adapted to:

-verifying the authentication of the user terminal SP so that the function Fct can be executed;

Activating a function Fct to be performed, such as locking/unlocking of the motor vehicle, starting of the motor vehicle, etc.

The central electronic unit PE is also adapted to manage the power supply Vcc of the plurality of beacons BA. For this purpose, the central electronic unit PE comprises a switching device DC for switching the power supply Vcc of all beacons BA. The central electronic unit PE is adapted, via its switching device DC:

activating the power supply Vcc of all beacons BA (function alim (bai) shown in fig. 1a and 1 b);

Deactivating the power supply Vcc of all beacons BA (function desalim (bai) shown in fig. 1a and 1 b).

During the initialization phase PH0, the central electronic unit PE is adapted to activate the power supplies Vcc of all beacons BA simultaneously. As will be seen later, this allows all beacon BAs to determine their own location PosB, which will allow a correlation to be established between a location PosB in a predefined list of location posbs and a given beacon BA.

When the beacon BA is powered on, it broadcasts an advertising frame ADV comprising the identifier ID, the assistance timer CPTB and the already determined position PosB of the beacon BA on the motor vehicle V. Upon reception of an advertisement frame ADV from said beacon BA, the central electronic unit PE will retrieve the identifier ID of the beacon BA and its location PosB, enabling to save in memory said beacon BA and said location PosB associated with said beacon BA.

it should also be noted that there is a risk of the advertising frame ADV of a motor vehicle V being confused with the advertising frame ADV of another motor vehicle staying nearby and giving an error message to the algorithm for locating the position POS of the user terminal SP, the latter being able to carry out a forbidden command or not functioning properly. To prevent this possibility, it is necessary to associate the beacons BA (via the unique identifier ID assigned to them at the time of manufacture) with the motor vehicles V on which they have been installed. Thus, as will be seen later, by time-dependent correlation of the synchronization events, the central electronic unit PE will be able to determine whether the beacon BA actually belongs to the motor vehicle V.

During the operating phase PH1, i.e. after pairing of the user terminals SP, the central electronic unit PE is also adapted to activate the power supplies Vcc of all beacons BA simultaneously. This allows the user terminal SP to perform RSSI measurements on the advertising frames ADV from the beacons BA for each beacon BA by knowing exactly where the beacon BA is located PosB on the motor vehicle V, thus correctly determining the distance D0 at which the user terminal SP is located from the beacon BA, this distance D0 being a function of the location PosB of the beacon BA on the motor vehicle V.

In a non-limiting embodiment, the central electronic unit PE is also adapted to calculate, from each distance D0 at which it is located with respect to each beacon BA, the position POS of the user terminal SP with respect to the motor vehicle V (function CAL (D0, POS, V) shown by the dashed line in fig. 1a and 1 b).

o switching device DC

The switching device DC is adapted to activate or deactivate the power supply Vcc of the beacon BA.

In particular, during the initialization phase PH0, the switching device DC is adapted to:

-simultaneously activating the power supply Vcc of the auxiliary electronic unit BA;

-simultaneously deactivating the power supply Vcc of the auxiliary electronic unit BA.

Similarly, during the operating phase PH1, the switching device DC is adapted to activate the power supplies Vcc of all the auxiliary electronic units BA simultaneously.

as shown in fig. 4, the switching device DC comprises a single switch IT associated with all beacons BA, said switch IT being adapted to:

-power supply Vcc closed to activate all beacons BA;

Turn on to deactivate the power supply Vcc of all beacons BA.

In the non-limiting embodiment shown in fig. 4, the beacon BA comprises a ground Gnd connected to the chassis of the motor vehicle. In another non-limiting embodiment (not shown), each beacon BA comprises a ground line linked to the ground of the central electronic unit PE.

in a non-limiting embodiment, as shown in fig. 1a and 1B, the central electronic unit PE comprises a central connector CoP comprising a pin B (called power pin) linked to the switch IT. As shown in fig. 1a and 1B, the pin B makes it possible to link the central connector CoP to the vehicle connector CoV. The vehicle connector CoV itself is linked to the beacon connector CoA.

a single wire F links pin B to the vehicle connector CoV, in particular to its power pin Bv + (described later). The central connector CoP is small because it comprises only a single pin B. The central connector CoP thus makes it possible to link the central electronic unit PE to all beacons BA via different vehicle connectors CoV.

thus, in the non-limiting example of six beacons BAi (i ═ 1 to 6), the central connector CoP is linked to six vehicle connectors CoV, each connected to one of six beacons BA1 to BA6 via a beacon connector CoA. The central connector CoP therefore comprises a power supply line F starting from its pin B and making it possible to link the central electronic unit PE to each of the six connectors CoV, and to do so in parallel.

to activate the power supply of all beacons BA, said switching device DC of the central electronic unit PE closes ITs switch IT, which makes IT possible to connect pin B of the central connector CoP, thus activating the power supply Vcc of all beacons BA. Thus, the connector CoA of each beacon BA is connected to the associated vehicle connector CoV, respectively.

In order to deactivate the power supply of all beacons BA, said switching device DC of the central electronic unit PE opens ITs switch IT, which makes IT possible to disconnect pin B of the central connector CoP, thus deactivating the power supply Vcc of all beacons BA. Thus, the connector CoA of each beacon BA is disconnected from the associated vehicle connector CoV.

It should be noted that the vehicle connector CoV is a connector having at least three ways, including:

-a power supply pin Bv + (hereinafter referred to as pin Bv +) adapted to be linked to a battery of the motor vehicle V providing a battery voltage Vbat;

-a ground pin Bv- (hereinafter referred to as pin Bv-), suitable for linking to the chassis of the motor vehicle V;

-at least one coding pin BvH, BvL.

the vehicle connector CoV comprises at least one resistor R' arranged between at least two of said pins Bv +, said pins Bv-, said at least one encoding pin BvH, BvL.

in the non-limiting embodiment shown in fig. 1a and 1b, the vehicle connector CoV includes two encoding pins, namely a primary encoding pin BvH (hereinafter referred to as pin BvH) and a secondary encoding pin BvL (hereinafter referred to as pin BvL).

in the non-limiting embodiment shown in fig. 1a and 1b, the vehicle connector CoV comprises three resistors R2 ', R3 ' and R4 ' arranged between pins Bv + and BvH, BvH and BvL and BvL and Bv-, respectively.

In a non-limiting embodiment, the three resistors R2 ', R3 ', R4 ' have the same value. In a non-limiting embodiment, the three resistors R2 ', R3 ', R4 ' have different values. Obviously, there may be two resistors with the same value and a third resistor with a value different from the values of the other two resistors.

Different combinations of values of the three resistors R2 ', R3 ', R4 ' will make it possible to obtain different combinations of voltage measurements VH and VL on the beacon connector CoA, and different combinations of voltage measurements VH and VL will make it possible to define different possible positions PosB for the beacon BA. Thus, the combination of voltage measurements VH and VL will represent the possible position PosB of the beacon BA.

In a non-limiting variant embodiment, at least one resistor R2 ', R3 ', R4 ' is defined so as to generate a short circuit CC between at least two of the pins Bv +, Bv-, the two encoding pins BvH, BvL to which the at least one resistor is linked. Thus, at least one resistor is substantially equal to 0 Ω, which corresponds to having a short circuit between the two pins linked by said resistor. This variant embodiment is easy and cheap to produce.

Thus, a short circuit CC may be generated between at least two pins Bv +, Bv-, BvH, BvL of the vehicle connector CoV of each beacon BA that is powered. Obviously, no short circuit CC is created between pin Bv + and pin Bv-.

It should be noted that the connector CoV is powered at the same time as the beacon BA is powered.

thus, in a non-limiting exemplary embodiment, as shown in the coding table TC of fig. 5, a short circuit CC may be generated between the following pins:

-pins Bv + and BvH; or

Pins Bv + and BvH and BvH and BvL; or

-pins BvH and BvL; or

pins BvH and BvL and BvL Bv-; or

-pins BvL and Bv-; or

Pins Bv + and BvH and BvL and Bv-.

Obviously, other short circuit combinations are possible.

thus, based on the location of the vehicle connector CoV on the motor vehicle V (which corresponds to the location of the beacon BA whose beacon connector CoA is to be connected to said vehicle connector CoV), in this non-limiting variant embodiment, the shunting is performed as defined in the coding table TC.

It is noted that the central electronic unit PE includes in memory a list of possible positions PosB of the beacon BA. This list is predefined, for example, by the motor vehicle builder. In a non-limiting embodiment, there are as many locations posbs as there are beacon BAs.

in the non-limiting example of six beacons BA 1-BA 6, six positions PosB 1-PosB 6 are predefined, and in the non-limiting example as shown in fig. 2 and 3:

-PosB 1: on the right front tire;

-PosB 2: on the left front tire;

-PosB 3: on the right hand door;

-PosB 4: on the left-hand door opening;

-PosB 5: on the right rear tire;

-PosB 6: on the left rear tire.

In a non-limiting embodiment, a number is assigned to the position PosB. Thus, numbers 0x01 to 0x06 are assigned.

thus, the central electronic unit PE knows the list of six possible positions PosB1 to PosB6 of the beacon BA, but when the beacon BA is installed on the motor vehicle V, the central electronic unit PE does not know the position PosB at the beginning where the beacon BA is installed. The central electronic unit PE must therefore recognize the beacons BA and identify the position PosB where they have been installed on the motor vehicle V. This is done during the initialization phase PH 0.

during this initialization phase PH0, the beacons BA perform at least one voltage measurement VH, VL on their beacon connectors CoA, and determine their own position PosB on the motor vehicle V from the at least one voltage measurement VH, VL according to the coding table of fig. 5. The beacons BA then transmit their position PosB to the central electronic unit PE, which saves it in memory (function SAV (IDi, PosBi) shown in fig. 1a and 1 b). The central electronic unit PE will therefore have in memory a list MAP of the identifier ID of each beacon BA associated with its respective position PosB. In a non-limiting example, there will therefore be in memory an identifier ID of the beacon BA associated with the location number PosB.

when the central electronic unit PE knows all the positions PosB respectively associated with the different beacons BA, it is then adapted to transmit to said user terminal SP the identifier ID and the associated position PosB of each beacon BA on the motor vehicle V (functions TX (PE, SP, IDi, PosBi) shown in fig. 1a and 1 b) via a secure communication channel, i.e. in a data channel CD via data frames.

Main timer CPTA

The main timer CPTA is adapted to be triggered with a time-dependent correlation with the activation of the power supply Vcc of all beacons BA. I.e. the main timer CPTA is triggered at the same time as the activation of the power supply Vcc or at a time offset known to the subscriber terminal SP.

The main timer CPTA is initialized with a predefined initial value, which is known to the central electronic unit PE (or computer CAC) and to the subscriber terminal SP. In a non-limiting example, the initial value is equal to zero.

the main timer CPTA increments every time interval T1 elapses. This time interval T1 is the time interval between two broadcasts of an advertisement frame ADV by the beacon BA or by the central electronic unit PE. In a non-limiting example, the time interval is equal to 100 milliseconds (ms). Thus, in a non-limiting example, the main timer CPTA is incremented every 100 ms. In a non-limiting example, the main timer CPTA is incremented by 1.

The master timer CPTA is managed by the central electronic unit PE or the computer CAC seen previously during an initialization phase PH0 described later. In this case, the central electronic unit PE or the computer CAC is adapted to:

-triggering said main timer CPTA (functional lnch (CPTA) shown in fig. 1a and 1 b) in a manner correlated to the activation time of the power supply Vcc of the beacon BA.

During an operating phase PH1, described later, in the first non-limiting embodiment shown in fig. 1a, the main timer CPTA is also managed by the central electronic unit PE or by the computer CAC. In this case, the central electronic unit PE (or computer CAC) is adapted to:

-triggering said main timer CPTA (functional lnch (CPTA) shown in fig. 1a and 1 b) in a manner correlated to the activation time of the power supply Vcc of the beacon BA.

-sending said main timer CPTA to the user terminal SP via a secure communication channel (i.e. in a data channel CD via data frames) (function tx (CPTA) shown in fig. 1a and 1 b).

during an operating phase PH1, described later, in the second non-limiting embodiment shown in fig. 1b, the master timer CPTA is managed by the user terminal SP. In this case, the central electronic unit PE (or computer CAC) is adapted to send to the user terminal SP a flag FLG indicating to it that the beacon BA has just been powered via the secure communication channel. Upon receiving this flag FLG, the user terminal SP is adapted to trigger and increment the main timer CPTA.

In a non-limiting embodiment, a single master timer CPTA is used.

the main timer CPTA and the supplementary timer CPTB are used during the initialization phase PH 0.

during an initialization phase PH0, the central electronic unit PE is adapted to receive a supplementary timer CPTB from a beacon BA that is in the process of being powered via an advertisement frame ADV transmitted by said beacon BA. The secondary timer CPTB is synchronized with the main timer CPTA. The central electronic unit PE is therefore adapted to associate said auxiliary timer CPTB with the main timer CPTA in order to check whether said beacon BA indeed belongs to said motor vehicle BA (function COMP (CPTBi, CPTA) shown in fig. 1a and 1 b). It should be noted that the probability that the beacon BA of another motor vehicle is powered at the same instant as the beacon BA of the motor vehicle V concerned is relatively low. Thus, at the end of this initialization phase PH0, the central electronic unit PE knows the unique identifier ID of the beacon BA, which it has just switched the power supply Vcc, and its position PosB. At the end of the initialization phase PH0, when the central electronic unit PE is the holder of all the identifier IDs of all the beacons BA and their respective positions PosB, it can transmit a list MAP of all these identifier IDs and their associated positions PosB to the user terminal SP that needs to use them for its location POS. The user terminal SP may then no longer confuse the two motor vehicles.

It should be noted that the initialization phase PH0 may be repeated several times to reduce the probability of errors in receiving the value of the helper timer CPTB. I.e. all beacons BA are powered off Vcc and then reactivated.

The main timer CPTA and the sub timer CPTB are also used during an operation phase PH1 described later.

in this operational phase PH1, the user terminal SP will be able to compare the secondary timer CPTB of the beacon BA with the associated main timer CPTA to check, for example, whether the beacon BA has not been hacked.

it should be noted that there may be clock skew during the time of the different auxiliary timers CPTB, especially if the clock is an oscillator (a resistance and capacitance based oscillator, called an RC oscillator) consisting of resonant elements that exhibit strong dispersion. In practice, such clocks are less accurate in time than, for example, quartz clocks. Thus, once the supplementary timer CPTB exceeds the determined offset Off, the central electronic unit PE is adapted, in a non-limiting embodiment, to:

-simultaneously deactivating the power supply Vcc of all beacons BA, so as to reset all the auxiliary timers CPTB to their initial values;

-resetting the master timer CPTA to its initial value;

-simultaneously reactivating the power supplies Vcc of all beacons BA in order to trigger again all the complementary timers CPTB. They may then be incremented again;

-triggering the main timer CPTA again. It may then increment again simultaneously with all the assistance timers CPTB of the beacon BA;

-informing the user terminal to restart the master timer CPTA.

Auxiliary electronic unit BA

As shown in fig. 2 and 3, in a non-limiting example, the identification device DISP comprises six beacons BAi (i ═ 1 to 6). Six beacons BA1 to BA6 are distributed around the motor vehicle V and are located at the aforementioned positions PosB1 to PosB 6.

The beacon BA is adapted to be in a broadcast mode. To this end, the beacon BA includes a wireless communication module MC 2. Thus, in a non-limiting example, wireless communication module MC2 includes a BLE antenna as a transceiver. The beacon BA is adapted to broadcast advertisement frames ADV (functions BRD (ADV, CPTBi, PUtx) shown in fig. 1a and 1 b) in the previously seen advertisement channels CA when it is powered on, i.e. when it is powered on by the switching device DC of the central electronic unit PE.

the beacon BA broadcasts the same advertisement frame ADV multiple times in sequence on the advertisement channel CA. Thus, the advertisement frame ADV is repeatedly broadcast according to the previously seen regular or irregular time interval T1.

The advertisement frame ADV includes:

An identifier ID, such as, in a non-limiting example, a MAC (media access control) address. This identifier is unique for each beacon BA installed on the motor vehicle V;

-an auxiliary timer CPTB;

-information INF indicating:

Beacon BA may or may not be able to connect with another element;

-the transmission strength PUtx of the advertisement frame ADV,

Its position PosB, i.e. here its position number.

The beacon BA therefore comprises an auxiliary timer CPTB adapted to be triggered in a manner correlated to the power supply time of said beacon BA. I.e. it is triggered at the same time as the activation of the power supply Vcc or at a time offset known to the subscriber terminal SP.

the beacon BA is therefore adapted to trigger said supplementary timer CPTB (the function lnch (cptbi) shown in fig. 1a and 1 b) in a manner correlated with its power supply time. The beacon BA's secondary timer CPTB is triggered simultaneously.

The secondary timer CPTB is initialized with predefined initial values known to the beacon BA and the user terminal SP. In a non-limiting example, the initial value is equal to zero.

In a non-limiting embodiment, the beacon BA's secondary timer CPTB is all initialized with the same initial value. This makes it possible to simply manage the supplementary timer CPTB.

The auxiliary timer CPTB is incremented at each time interval T1. Thus, in a non-limiting example, the supplemental timer CPTB is incremented every 100 ms.

In a non-limiting embodiment, the beacon BA is in a so-called connectionless mode, which is not able to establish a connection with the subscriber terminal SP. It simply broadcasts the advertisement frame ADV. It does not need to be connected to the subscriber terminal SP.

The beacon BA is adapted to perform at least one internal voltage measurement VH, VL when it is powered (function MEAS (VH, VL) shown in fig. 1a and 1 b).

the beacon BA includes a connector CoA, referred to as beacon connector CoA.

the beacon connector CoA includes:

-a power supply pin Ba + (called pin Ba +), suitable for linking to the battery of the motor vehicle V providing a battery voltage Vbat;

-a ground pin Ba- (called pin Ba-), suitable for linking to the chassis of the motor vehicle V;

At least one acquisition pin BaH, BaL from which voltage measurements VH, VL are performed when it is powered.

The at least one voltage measurement VH, VL is a function of the value of the at least one resistor R2 ', R3 ', R4 ' of the vehicle connector CoV.

In a non-limiting embodiment, two voltage measurements VH, VL are performed. The two voltage measurements VH, VL form a combination representing the position PosB of the beacon BA, and the combination is different for one beacon BA and another beacon BA on the motor vehicle V.

to this end, in the non-limiting embodiment shown in fig. 1a and 1b, the beacon connector CoA includes two acquisition pins, namely a primary acquisition pin BaH (referred to as pin BaH) and an auxiliary acquisition pin BaL (referred to as pin BaL).

the beacon connector CoA is adapted to connect to a vehicle connector CoV. Specifically, the power pin Ba +, the ground pin Ba-, the main acquisition pin BaH, and the auxiliary acquisition pin BaL are connected to the power pin Bv +, the ground pin Bv-, the main encoding pin BvH, and the auxiliary encoding pin BvL of the vehicle connector CoV, respectively.

Each beacon BA also includes a voltage divider DIV that will enable different voltage measurements VH, VL on its pins BaH and BaL, depending on the values of resistors R2 ', R3 ' and R4 ' in the vehicle connector CoV to which the beacon BA may be connected.

In the non-limiting embodiment shown in fig. 1a and 1b, the voltage divider DIV comprises three resistors R2, R3 and R4 distributed between the terminals Ba + and BaH, between BaH and BaL and between BaL and Ba-, respectively.

In a non-limiting embodiment, the three resistors R2, R3, and R4 have the same value. This makes it possible to obtain the best effect for distinguishing between the different voltage measurements VH, VL.

in a non-limiting embodiment, the values of the three resistors R2, R3, and R4 are equal to 100 ohms (k Ω). This value avoids any leakage current in the beacon BA. Furthermore, this makes it possible to have a larger distance in terms of the voltage between the two acquisition pins, the main acquisition pin BaH and the auxiliary acquisition pin BaL, which reduces possible acquisition errors, i.e., errors in the voltage measurements VH and VL.

The coding table TC of fig. 5 shows the coding of the possible positions PosB of the beacon BA according to a combination of voltage measurements, here as a function of the absence or presence of a short circuit CC generated between at least two pins of the vehicle connector CoV.

Thus, as shown in fig. 5:

A) if there is no short circuit CC (resistors R2 ', R3 ' and R4 ' of the vehicle connector CoV are infinite or very high), the voltage measurement at pins BaH and BaL of beacon BA is equal to 2/3 × Vbat and 1/3 × Vbat, respectively, which corresponds to position 0x 01. In this case, in a non-limiting embodiment, the values of the resistors R2 ', R3 ', and R4 ' are equal to the values of the resistors R2, R3, and R4, respectively.

b) if there is a short circuit CC between terminal Bv + and terminal BvH of vehicle connector CoV (as shown in fig. 6 a), the voltage measurement at pins BaH and BaL of beacon BA is equal to Vbat and Vbat/2, respectively (where Vbat is the supply voltage Vcc of beacon BA (equal to the battery voltage)), which corresponds to position 0x 02. In this case, in a non-limiting embodiment, the value of resistor R2 ' is substantially equal to zero, and the values of resistors R3 ' and R4 ' are equal to the values of resistors R3 and R4, respectively.

c) if there is a short circuit CC between terminal Bv + and terminal BvH of vehicle connector CoV and between terminal BvH and terminal BvL (as shown in fig. 6 b), the voltage measurements at pins BaH and BaL of beacon BA are equal to Vbat and Vbat, respectively, which corresponds to position 0x 03. In this case, in a non-limiting embodiment, the values of resistors R2 ' and R3 ' are substantially equal to zero, and the value of resistor R4 ' is equal to the value of resistor R4.

D) if there is a short circuit CC between terminal BvH and terminal BvL of vehicle connector CoV (as shown in fig. 6 a), the voltage measurement at pins BaH and BaL of beacon BA is equal to Vbat/2 and Vbat/2, respectively, which corresponds to position 0x 04. In this case, in a non-limiting embodiment, the value of resistor R3 ' is substantially equal to zero, and the values of resistors R2 ' and R4 ' are equal to the values of resistors R2 and R4, respectively.

E) if there is a short circuit CC between terminal BvH and terminal BvL of vehicle connector CoV and between terminal BvL and terminal Bv (as shown in fig. 6 c), the voltage measurement at pins BaH and BaL of beacon BA is equal to ground Gnd, respectively, which corresponds to position 0x 05. In this case, in a non-limiting embodiment, the values of resistors R3 ' and R4 ' are substantially equal to zero, and the value of resistor R2 ' is equal to the value of resistor R2.

F) if there is a short circuit CC between terminal BvL and terminal Bv of vehicle connector CoV (as shown in fig. 6 a), the voltage measurement at pins BaH and BaL of beacon BA is equal to Vbat/2 and ground Gnd, respectively, which corresponds to position 0x 06. In this case, in a non-limiting embodiment, the value of resistor R4 ' is substantially equal to zero, and the values of resistors R2 ' and R3 ' are equal to the values of resistors R2 and R3, respectively.

G) if there is a short circuit CC between terminals Bv + and BvH and between terminals BvL and Bv "of vehicle connector CoV (as shown in fig. 6 d), the voltage measurements at pins BaH and BaL of beacon BA are equal to Vbat and ground Gnd, respectively, which corresponds to position 0x 07. In this case, in a non-limiting embodiment, the values of resistors R2 ' and R4 ' are substantially equal to zero, and the value of resistor R3 ' is equal to the value of resistor R3.

Thus, each combination of voltage measurements VH and VL on pins BaH and BaL of beacon BA represents the location PosB of beacon BA on motor vehicle V.

Thus, the combinations a) to f) described above and shown in the coding table TC of fig. 5 are respectively associated with the positions 0x01 to 0x06 on the motor vehicle V, i.e. with the previously described positions PosB1 to PosB6, the seventh position PosB7 also being defined in accordance with the combination g) of the coding table TC of fig. 5.

thus, when beacon BA is powered, it will determine its own position PosB on motor vehicle V according to coding table TC, according to the voltage measurements VH and VL that it will perform on its pins BaH and BaL.

It should be noted that the beacon BA will have in memory a list of correlations between the combinations of voltage measurements VH and VL at pins BaH and BaL and the positions PosB1 to PosB6, i.e. the coding table TC.

If the measured voltages VH and VL do not correspond to any combination in the correlation list, it means that there is a fault or problem and the beacon BA cannot determine its position PosB on the motor vehicle V. In this case it returns position 0 (as shown in fig. 5) to the central electronic unit PE.

It should be noted that the coding table TC shown in fig. 5 is a non-limiting example with the values of the resistors R2 ', R3 ', R4 ' which make it possible to generate a short circuit CC between the two pins of the vehicle connector CoV linked by each resistor. Thus, the coding table TC may vary according to:

-whether the values of the resistors R2 ', R3 ', R4 ' are the same;

Whether the value of the resistors R2 ', R3 ', R4 ' is to be changed;

Whether the values of the resistors R2 ', R3 ', R4 ' differ from one beacon BA to another.

thus, the combination of the voltage measurements VH, VL is different from one beacon BA to another beacon BA, so as to define a different position PosB for each beacon BA on the motor vehicle V, and the voltage measurements VH, VL depend on the variation of the values of the resistors R2 ', R3 ', R4 '. Therefore, the combination of the values of the resistors R2 ', R3 ', R4 ' is different from one vehicle connector CoV to another.

Thus, the encoding of as many desired positions PosB on the motor vehicle V as possible can be performed for the beacon BA.

initialization phase PH0

To obtain the list of locations PosB and beacons BA, the central electronic unit PE is adapted to simultaneously power each beacon BA during an initialization phase PH0 (also called learning phase).

when beacon BA is powered:

The main timer CPTA is triggered in a manner correlated to the activation time of the power supplies Vcc of all beacons BA (i.e. once they are powered on). It increments in time, i.e., every 100ms in the non-limiting example employed;

-an auxiliary timer CPTB is also triggered in a manner correlated to the power supply time of said beacon BA. It is incremented in time simultaneously with the main timer CPTA, i.e. once every 100ms in the non-limiting example employed. The secondary timer CPTB and the main timer CPTA are synchronization events.

when beacon BA is powered on, it performs voltage measurements VH and VL, and it recovers its position PosB according to the values of these voltage measurements. For this purpose, it compares the value of the voltage measurement with its coding table TC present in the memory.

It then broadcasts an advertising frame ADV comprising its identifier ID, its auxiliary timer CPTB and its position PosB on the motor vehicle V (i.e. the place where it has been installed on said motor vehicle V).

By receiving the identifier ID and the location PosB of each beacon BA, the central electronic unit PE can build up a list of beacons and their respective locations PosB, more particularly a list of identifier IDs and their associated corresponding locations PosB.

Furthermore, by receiving the auxiliary timer CPTB of the beacon BA, the central electronic unit PE is adapted to compare the values of the two main timers CPTA and auxiliary timer CPTB triggered simultaneously and, on the basis of said comparison, to know whether the beacon BA actually belongs to said motor vehicle V or to another motor vehicle in the vicinity of said motor vehicle V in question. The beacon BA does belong to the motor vehicle V if the values of the two timers main timer CPTA and auxiliary timer CPTB are equal, otherwise it does not belong to the motor vehicle V. In the case of a beacon BA not belonging to a motor vehicle V, the beacon BA involved is not taken into account. Thus, the pairing of the beacon BA with the motor vehicle V (in particular with said central electronic unit PE) is performed by means of the main timer CPTA and the auxiliary timer CPTB.

fig. 7 shows the steps of the initialization phase PH 0. In the non-limiting example shown, the main timer CPTA is triggered when the power supply Vcc of the beacon BA is activated. The same applies to the auxiliary timer CPTB.

In step 1), the central electronic unit PE activates the power supplies Vcc of all beacons BAi (i ═ 1 to 6) simultaneously by means of its switching devices DC and triggers the main timer CPTA. The switch IT is closed to power up the beacons BA 1-BA 6.

In step 2), each beacon BAi triggers its auxiliary timer CPTBi and internally measures two voltages VH, VL on the acquisition pins BaH, BaL of its beacon connector CoA.

In step 3), each beacon BAi derives its position PosB on the motor vehicle V from the voltage measurements VH, VL and from the coding table TC.

In step 4), each beacon BAi broadcasts an advertisement frame ADVi with its identifier Idi, its secondary timer CPTBi and its position PosBi. The central electronic unit PE receives an advertising frame ADVi from each beacon BAi.

in step 5), the central electronic unit PE associates the main timer CPTA with the secondary timer CPTBi received from each beacon BAi, in order to check whether each beacon BAi indeed belongs to the motor vehicle V.

In step 6), the central electronic unit PE saves in memory the identifier Idi of the beacon BAi concerned and the corresponding position PosBi if the main timer CPTA and the supplementary timer CPTBi are equal. Thus, there will be in memory a list MAP with the correlation between the identifier IDi of each beacon BAi and its associated respective position PosBi.

Then, in step 7), the central electronic unit PE deactivates the power supplies Vcc of all the beacons BAi simultaneously, so all the beacons BAi are powered off and the main timer CPTA is reinitialized together with the auxiliary timer CPTB.

the initialization phase PH0 is thus completed.

When the user terminal SP has paired with the motor vehicle V, the central electronic unit PE transmits, in step 8), via the secure communication channel, a list MAP of the identifier ID and the position PosB of the beacon BA associated with the user terminal SP.

In step 9), the user terminal SP stores said list MAP in the memory MEM 1.

it should be noted that the initialization phase PH0 is initiated without communication with the user terminal SP. In a non-limiting example, the initialization phase PH0 is performed before the motor vehicle V is sold to an individual or the initialization phase PH0 is performed at the time of maintenance after sale.

It should be noted that steps 8) and 9) do not form part of the initialization phase PH 0. In fact, in a non-limiting example, when the motor vehicles V have been sold to individuals, they are completed by the user terminal SP.

It should be noted that the initialization phase PH0 may be:

When there is no identifier ID of beacon BA in the memory of computer CAC or central electronic unit PE, this is initiated automatically by central electronic unit PE itself or by connectable computer CAC which sends an initialization command to central electronic unit PE via the LIN/CAN network to cause it to start initialization phase PH 0;

-initiated by an operator via standard diagnostic tools on the production line or in after-sales service, via diagnostic commands;

-when repositioning the battery in the motor vehicle V after the battery has been disconnected from said motor vehicle V, etc.

Operating phase PH1

The operating phase PH1 is shown in fig. 8.

the operating phase PH1 is performed after the user terminal SP has been paired with (i.e. has been distinguished by) the motor vehicle V. A secure communication channel is thus established between the central electronic unit PE (or connectable computer CAC) and said user terminal SP.

in the non-limiting example of fig. 8, the central electronic unit PE manages a master timer CPTA. In the non-limiting example shown, the main timer CPTA is triggered when the power supply Vcc of the beacon BA is activated. The same applies to the auxiliary timer CPTB.

During the operating phase PH1, in step 1), the electronic unit PE is adapted to:

-activating the power supply Vcc of all beacons BA simultaneously; and

-triggering its main timer CPTA in a manner correlated to the activation time of the power supply Vcc of said beacon BA.

In step 2), in the non-limiting example of six beacons BA1 to BA6, simultaneous activation of their power supplies Vcc causes the six beacons BA1 to BA6 to trigger their respective auxiliary timers CPTB1 to CPTB6 and each broadcast an associated respective advertisement frame ADV1 to ADV6 once every 100ms, respectively, said advertisement frames ADV1 to ADV6 comprising the identifiers ID1 to ID6 of the six beacons BA1 to BA6, their associated auxiliary timers CPTB1 to CPTB6 and the six positions PosB1 to PosB6 of the six beacons 1 to BA6, respectively.

Thus, in step 3), the user terminal SP will:

-receiving a master timer CPTA via a secure communication channel;

-receiving six identifiers ID1 to ID6, six secondary timers CPTB1 to CPTB6 and six positions PosB1 to PosB6 via advertisement frames ADV1 to ADV 6.

in step 4), when the user terminal SP receives the advertisement frame ADV from the beacon BA, it will:

-comparing the identifier ID of the received beacon BA with the identifiers originating from the list MAP held in the memory MEM 1; and

-comparing the secondary timer CPTB of said beacon BA with the received primary timer CPTA.

It does so for each beacon BA from which an advertisement frame ADV is received and once it is received. By comparing the identifier ID of the received beacon BA with the identifiers originating from the list MAP in memory, the user terminal SP recovers the exact location PosB (in said list MAP in memory) of the beacon BA from which the different advertisement frames ADV have been received. Therefore, it can correctly calculate its distance D0 with respect to each beacon BA installed. In a non-limiting embodiment, the user terminal SP is adapted to compare the position PosB received in an advertisement frame ADV broadcast by a beacon BA with the position PosB of the list MAP in memory, based on the identifier ID received in said advertisement frame ADV. If the two positions PosB are equal, it is guaranteed that no one has replaced the position of the beacon BA. If the two positions PosB are different, the initialization phase PH0 may be restarted.

If a certain identifier ID is missing with respect to all identifier IDs in memory, this means that there is a problem. In this case, the display screen E of the user terminal SP shows the fact that there is an error and the subsequent steps are not performed, or the calculation of the position POS of the user terminal SP is done in degraded mode, i.e. without measuring the reception strength RSSI of the advertisement frames ADV from the missing beacon BA.

If the received identifier ID corresponds to the identifier ID of the list MAP held in memory, but if at least one of the secondary timers CPTB is different from the associated main timer CPTA, this means that an unsynchronized beacon BA is present, or that the beacon BA concerned is the subject of a hacking attempt by attempting to simulate the signal from a real beacon BA belonging to the motor vehicle V, i.e. simulate an advertisement frame ADV or a data frame. In this case, the power supply of the beacon BA concerned is cut off to resynchronize the timer. If the synchronization is not good, an error is displayed on the screen E of the user terminal SP and the subsequent steps are not performed.

If the identifier ID is not included in the list MAP held in memory, it means that the beacon BA belongs to another motor vehicle V. This beacon BA is not taken into account when calculating the position POS of the subscriber terminal SP.

if the received identifier ID corresponds to the identifier ID of the list MAP stored in the memory, this means that all beacons BA together with their exact position PosB have indeed been identified from the list MAP stored in the memory. Furthermore, if all the secondary timers CPTB are equal to the main timer CPTA, this means that there is no beacon BA that has been hacked. Subsequent steps may be performed.

Thus, in step 5), after identifying the beacon BA and its location PosB, the subscriber terminal SP measures the reception strength RSSI of the received advertisement frame ADV as described before. It orders these RSSI measurements with their identifier ID according to the beacon BA of the broadcast advertisement frame ADV.

Subsequently, the distance D0 at which the user terminal SP is located from the motor vehicle V can be determined for each beacon BA from the measurement of the reception strength RSSI. Therefore, the distance D0 at which the user terminal SP is located from the beacon BA1, the distance D0 at which the user terminal SP is located from the beacon BA2, the distance D0 at which the user terminal SP is located from the beacon BA3, and the like are known. This determination is made according to a calibration curve indicating, for a given distance value, the transmission strength PUtx and the corresponding received strength measurement RSSI. Since such curves are known to those skilled in the art, they will not be described here.

Finally, in step 6), the position POS of the user terminal SP with respect to the motor vehicle V is determined from the determined distance D0 of each beacon BA. In a non-limiting embodiment, the position POS is determined according to a positioning method well known to those skilled in the art. In a non-limiting embodiment, this determination is made by the user terminal SP or the central electronic unit PE. In the non-limiting example shown, it is performed by the user terminal SP.

the function is performed or not performed by the motor vehicle V based on the position POS of the user terminal SP and the requested function Fct. Thus, in a non-limiting example:

-authorizing starting the function Fct (e.g. to be able to remove the motor vehicle from the parking space) if the user terminal SP is located outside the motor vehicle V;

-not authorizing the locking of the externally opened function Fct if the user terminal SP is located inside the motor vehicle V;

-a function Fct of unauthorized opening of the right door of the motor vehicle V if the user terminal SP is located on the left side of the motor vehicle V;

-authorizing the start function Fct if the user terminal SP is located in the trunk lid;

Authorizing the function Fct for unlocking opened if the user terminal SP is located at a distance of less than 2 meters from the motor vehicle V, as recommended by the thatchem (Thatcham) consortium.

it should be noted that during the operating phase PH1, in order to avoid the problem of clock skew times of the different auxiliary timers CPTB, once the auxiliary timer CPTB exceeds the determined offset Off, the central electronic unit PE:

-simultaneously deactivating the power supply Vcc of all beacons BA. The central electronic unit PE then reactivates the power supply Vcc of all beacons BA again simultaneously.

-resetting the master timer CPTA.

after the power supply Vcc of the beacon BA is deactivated, the auxiliary timer CPTB is reset to its initial value.

Each beacon BA involved then broadcasts a secondary timer CPTB which it resets opportunistically. They are thus received by the subscriber terminal SP.

The central electronic unit PE also sends the reset main timer CPTA to the subscriber terminal SP via a secure communication channel. After re-activating the power supply Vcc of the beacon BA or beacons BA, the auxiliary timer CPTB and the main timer CPTA are again incremented once every 100 ms.

If at least one of the helper timers CPTB is not correctly reset with respect to its initial value, this means that there is a problem, e.g. that the beacon BA is hacked. In this case, the calculation of the position POS of the user terminal SP is not performed and the function Fct is not performed.

It is clear that the description of the invention is not limited to the applications, embodiments and examples described above.

Thus, in a non-limiting embodiment where beacons BA are located in tires, they may be used in a TPMS application known as a "tire pressure monitoring system" that gives information about tire pressure.

thus, in another non-limiting embodiment, the function Fct performed is the automatic parking of the motor vehicle V.

Thus, in a non-limiting embodiment, a single voltage measurement may be performed on the acquisition pin of the beacon BA connector (which then includes only a single acquisition pin), which makes it possible to define two positions PosB of the beacon BA. In this case, the vehicle connector CoV includes only one encoding pin BvH and a single resistor R' linked to the encoding pin Bv + and the encoding pin BvH.

The invention described therefore offers in particular the following advantages:

It is simple to implement;

It makes it possible to use user terminals SP, such as mobile phones, without embedded low frequency (BF) positioning systems;

it is a solution that does not involve any human operator, thus avoiding errors in determining the position of the beacon;

It can save time;

It does not require specific hardware. It is therefore a cheaper solution;

It makes it possible to perform pairing of beacon BA with the motor vehicle, since it makes it possible to determine whether beacon BA indeed belongs to said motor vehicle V;

It may determine that the beacon BA was not hacked;

It allows the beacon BA to determine for itself its position on the motor vehicle V, i.e. where it is mounted on the motor vehicle V;

It makes it possible to indicate to the user terminal SP the location PosB of the beacon BA;

it avoids performing the initialization phase by means of a wired connection comprising a wired network (such as a LIN or CAN network) between each beacon BA and the central electronic unit PE, which requires the addition of one or more wires running throughout the vehicle and components that must manage the communication on each beacon BA.