Abstract:
The system has a uniform system architecture that is designed for an access authorization request both with and without the use of a transponder. Should a transponder be used, only a corresponding transponder must be fitted in the key that can interact with an immobilizer coil specially provided for this in a receiving unit of the motor vehicle. In this case, the corresponding system requirements have also already been taken into consideration in the system architecture. As a result, the different system requirements for access and right of use systems to a great extent provide flexibility.

Description:
PRIORITY  
         [0001]    This application claims priority to German application no. 103 23 402.0 filed May 23, 2003.  
           [0002]    1. Technical Field of the Invention  
           [0003]    The present invention relates to an access authorization and right of use system of a motor vehicle that is designed for an access authorization request both with and without the use of a transponder.  
           [0004]    2. Background of the Invention  
           [0005]    In the simplest case, such an access authorization and right of use system consists of one or several locks and appropriate keys. This simple access authorization and right of use system can open the doors of the motor vehicle or start the engine by means of the corresponding access authorization request (or the right of use request). An access authorization request follows as a result of the fact that the key fitting the relevant lock is actuated. Typically, these access authorization systems also have an anti-theft protection or an immobilizer that is implemented in the control device and processes and evaluates the access authorization request.  
           [0006]    In addition to this simplest form of an access authorization system, an access authorization can also be implemented e.g. by means of a remote control in modem motor vehicles. Modem access authorization systems in motor vehicles use electronic protection systems, for example, by using the transponder method. In the case of such electronic systems, data is communicated between a transceiver fitted in the motor vehicle and a transponder fitted for example in a key or on a key fob of the user of the motor vehicle. Before the motor vehicle is opened or put into operation, coded data that ensures a proper access authorization for example by the owner of the motor vehicle is first of all exchanged.  
           [0007]    Which one of these access authorization systems is fitted in a motor vehicle, very often depends on the corresponding requirements of the respective country for which the relevant motor vehicles are determined. Whereas in many countries, in addition to mechanical access authorization, electronic access authorization systems had already been solely prescribed for insurance reasons, such specifications do not exist in many countries. There the simplest mechanical access authorization systems are often quite sufficient so that the cost-intensive transponder method can be abandoned there.  
           [0008]    The problem with the above is the fact that the relevant manufacturers must distinguish which motor vehicles are designed for which countries and which access authorization systems must subsequently be allocated to this motor vehicle. This distinction of the access authorization systems in each case requires different system architectures of the different access authorization systems that in each case vary to a lesser or greater extent for the different countries. This is very costly for the manufacturer of the motor vehicle or for the supplier of such access authorization systems because he has to design his production for the different access authorization systems. In order to minimize this additional cost and particularly also for manufacturing and flexibility reasons there is the need to possibly provide a single system architecture for all the access authorization systems that is particularly the same for such access authorization systems both with and without a transponder.  
         SUMMARY OF THE INVENTION  
         [0009]    Therefore, the object of this invention is to provide a uniform system architecture for different access authorization systems used in a motor vehicle.  
           [0010]    This object of the invention can be achieved by an access and right of use system, particularly a motor vehicle that is designed for an access authorization request both with and without the use of a transponder, comprising a mechanical key to initiate an access authorization request that has a key bit for a mechanical access authorization request and a housing that is designed to hold a transponder for a wireless access authorization request, a key acceptance unit that has a mechanical lock for holding the appropriate key bit and is designed to hold an immobilizer coil for receiving the wireless access authorization request, and a control device that has a diagnostic and evaluation circuit for processing and evaluating the access authorization request and which is designed to process and evaluate both an evaluation of a signal derived from the mechanical access authorization request via the key bit and an inductively connected signal in the case of the wireless access authorization request via the immobilizer coil.  
           [0011]    The control device may have a first controllable switch that is connected to the key acceptance unit via a connecting line and can be supplied with energy via the key acceptance unit. The control device may have a modulating/demodulating unit that via a connecting line is at least connected to the key acceptance unit that is connected to the diagnostic and evaluation unit and via which an inductively connected access authorization request can be demodulated. The diagnostic and evaluation circuit may have a program-controlled unit, particularly a microcontroller or a microprocessor. The key acceptance unit may have a second switch with a load connected in series to its load distance which can be connected to the control device via at least one connecting line. A key fob can be provided that has a remote control means for transmitting an access authorization request via remote control and that the key acceptance unit and/or the control unit is designed to hold a receiver for receiving the access authorization request via remote control. The housing of the key can be designed to hold remote control means for transmitting an access authorization request via remote control and the key acceptance unit and/or the control device can be designed to hold a receiver for receiving the access authorization request via remote control. A start/stop device can be provided that at least has a third switch and is connected to the control device. The start/stop device may form part of the key acceptance unit. A brake switch unit can be provided that at least has a fourth switch and is connected to the control device. An energy supply unit can be provided that is connected to a control device and which at least supplies the control device with a supply potential. A lock-in device can be provided for the steering column that is connected to the control device and the energy supply unit.  
           [0012]    The idea of this invention is based on the fact that a uniform access authorization system must be provided that is embodied in such a way that it in each case has the same system architecture for the access authorization or the right of use for the different vehicle platforms and motor vehicle variants. Therefore, for the different vehicle platforms or country requirements, the system architecture for the access authorization system need not be changed according to the invention. Here, when changing a vehicle variant to another variant only slight changes to the individual components of the access authorization system are required which can be carried out very easily by the vehicle manufacturers themselves. As a result, this system can be provided very cost-effectively.  
           [0013]    The invention particularly provides a common architecture for an access authorization system which is designed both for using with and without a transponder. Should a transponder be used, only a corresponding transponder must be fitted in the key that can interact with an immobilizer coil specially provided for this in a receiving unit of the motor vehicle. In this case, the corresponding system requirements have also already been taken into consideration in the system architecture. Should there be an access authorization system without a transponder method, the corresponding requirements are also taken into consideration.  
           [0014]    Advantageous developments and further developments can be taken from the description with reference to the drawings. 
       
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS  
       [0015]    Further features and advantages of the invention will emerge from the description which follows of the embodiments and from the accompanying drawings. They are as follows:  
         [0016]    [0016]FIG. 1—a first exemplary embodiment of an access authorization system according to the invention;  
         [0017]    [0017]FIG. 2—a second exemplary embodiment of an access authorization system according to the invention; and  
         [0018]    [0018]FIG. 3—a third exemplary embodiment of an access authorization system according to the invention. 
     
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS  
       [0019]    In all the drawings the same elements or functionally similar elements have been provided the same reference symbol, unless specified otherwise.  
         [0020]    According to the invention, FIGS. 1 and 2 are wiring diagrams of the access authorization systems of a motor vehicle using the same system architecture.  
         [0021]    In FIGS. 1 and 2 the reference symbol  1  in each case designates the access authorization system. The access authorization system has a key  2 , a key acceptance unit  3  as well as a control device  4 .  
         [0022]    Key  2  can be embodied as a mechanical key  2  that functions with the well-known key-lock principle or as a credit card or chip card in a conventional way. Key  2  has a mechanical bow  20  that can be inserted in a lock (not shown) contained in the key acceptance unit  3  to actuate it. Therefore, the key acceptance unit  3  contains the corresponding mechanical system for the key bit  20  for opening a door lock or the steering column lock.  
         [0023]    The control device  4  is connected to the key acceptance unit  3  via feeder lines  5 . When actuating the key  2 , an access authorization system request (or right of use request) is initiated that is processed and evaluated by the control device  4 . In order to process and evaluate this access authorization request, the control device  4  has a diagnostic and evaluation circuit  6 . This diagnostic and evaluation circuit  6  can be embodied for example as a program-controlled unit, for example as a microprocessor, a microcontroller or the like. The control device  4  or the diagnostic and evaluation circuit  6  checks whether or not a used key  2  is authorized and releases the corresponding control function when the doors are opened or the engine is started should key  2  be authorized.  
         [0024]    A start/stop device  7  can also be provided. The start/stop device  7  contains one or several switches  8  that, on the one hand, their load distances are connected to a first connection  15  for a first supply potential GND and, on the other hand, to a microcontroller  6  via a feeder line. The number of switches  8  used depends on the needs and requirements of the respective motor vehicle manufacturer. By means of the start/stop device  7 , an active start of the engine is initiated or the engine is switched off. Alternatively, the start/stop device  7  can also be connected to other components (for example the interior lighting) in such a way that after the engine has started, the interior lighting is switched off or after the engine has been switched off the interior lighting is automatically switched on again.  
         [0025]    The function of the start/stop device  7  can also be implemented in the housing of the key acceptance unit  3 .  
         [0026]    A brake switch unit  9  can also be provided for example for the brake light. In this embodiment, the brake switch unit  9  has a switch  10  particularly a high-side switch  10  that with a first load distance connection is connected to a second connection  16  for a second supply potential VBB and the second load distance connection to a microcontroller  6  via a feeder line. When the brakes are actuated this switch  10  is switched on.  
         [0027]    A steering wheel locking unit  11  is also provided. For example, the steering wheel locking unit  11  can be embodied as a purely mechanical steering wheel locking unit or in addition or alternatively also have an electrical or electronic steering wheel unit. The steering wheel locking unit  11  is connected to the control device  4  via a single communication line.  
         [0028]    A power switch unit  12  is also provided. The power switch unit  12  is connected to the steering wheel locking unit  11 . The power switch unit  12  supply energy to the steering wheel locking unit  11 . For this purpose, one or several preferably intelligent power switches for example relays or MOSFETs are provided. In order to supply the steering wheel locking unit  11 , the energy supply and the control unit  12  are connected to it via connecting lines. Via these connecting lines, the power switch unit  12  controls the unlocking and locking of the steering wheel locking unit  11 .  
         [0029]    The power switch unit  12  is also connected to the control device  4  via one or several data lines  13 . The power switch unit  12  can be embodied “intelligently” for control purposes and contains a processor or a controller. In this case, the data line  13  can be embodied as the CAN bus (CAN=controller area network). Should no intelligent control unit be provided, several control lines  13  are required.  
         [0030]    The power switch unit  12  also supplies the different units of the access authorization system  1  and the engine control system with energy. This task can equally be undertaken by means of power switches such as for example relays or intelligent MOSFETs. Of importance here is the fact that these supply lines via which the corresponding units are supplied with energy are monitored and evaluated.  
         [0031]    An engine control system  14  which is connected to the control device  4  via connecting lines can also be provided for controlling the engine output and the engine function.  
         [0032]    The above-mentioned embodiments show that the architectures of the access authorization systems in FIGS. 1 and 2 are the same. These are only distinguished in individual exchangeable components without there being any deviations from the common system architecture. The only difference between the access authorization systems in FIGS. 1 and 2 is that the access authorization request is purely mechanical in the embodiment of FIG. 1 whereas, in the case of the embodiment in FIG. 2, the electronic access authorization request can in addition or alternately also be made by using a transponder. In detail:  
         [0033]    Key:  
         [0034]    In the embodiment in FIG. 1, the key  2  is embodied purely mechanically, i.e. it only shows a mechanical key bit  20  for the access authorization request. Here, a transponder is not provided.  
         [0035]    In the embodiment in FIG. 2, the key  2  also has a transponder  21  in addition to the mechanical key bit  20  that is provided in a location  21 ′ in the bow  22  of key  2  specially provided for this purpose. This location  21 ′ in housing  22  of the key specially provided for the transponder  21  already exists for the key in embodiment 1 (shown by a dotted line), but key  2  has no transponder  21 . However, the key  2  could very easily be supplemented there with a transponder  21 .  
         [0036]    Key Acceptance Unit:  
         [0037]    In the case of the embodiment in FIG. 1, the key acceptance unit  3  has a release switch  23 . Here, the release switch  23  is embodied as a high-side switch  23 . The release switch  23  with its load distance is connected in series to a load resistor  24  between the first connection  15  with the reference potential GND and a supply connection  17  for connecting a supply potential VBB. The release switch  23  is typically, but not necessarily, supplied with energy via the control device  4  and evaluated by the control device  4 . For this purpose, the control device  4  is connected to the center tap  18  between the release switch  23  and the resistor  24  via a connecting line  5 . The switch  23  is switched on if the key  2  is inserted and engages in the lock of the key acceptance unit  3 . However, the switch  23  only switches on if the key  2  also fits in the corresponding lock. Opening and closing the switch  23  is controlled by inserting and/or turning the key  2 .  
         [0038]    In the case of the embodiment in FIG. 2, the key acceptance unit  3  also in addition or alternatively has an immobilizer coil  25  that is connected to the control device  4  via connecting lines  5 . The immobilizer coil  25  virtually forms a transceiver via which data is communicated with the transponder  21 . According to FIG. 1, a corresponding switch  23  and a resistor  24  that are required and are present for a mechanical access authorization, are not shown in FIG. 2 for reasons of improved clarity.  
         [0039]    According to the invention, the key acceptance unit  3  is developed in such a way that it, on the one hand, already provides the corresponding elements  23 ,  24  that are required for a mechanical access authorization request via the key bit  20  and it is also designed to hold a corresponding immobilizer coil  25  there even if this is not required by the specific requirement. However, if the corresponding requirement requires the presence of a transponder  21  or an immobilizer coil  25  this could very easily be implemented in places in the key  2  or the key acceptance unit  3  specially provided for this. This can also be carried out very advantageously by the manufacturer of the vehicle. The corresponding connections and feeder lines or the corresponding development of the key acceptance unit  3  are at least partially present.  
         [0040]    Control Device:  
         [0041]    In the case of the embodiment in FIG. 1, the control device  4  has a switch  26  that can be controlled by the microcontroller  6 . Here, the controllable switch  26  with its load distance between the connection of an energy supply not shown in the figures, for example a battery, is connected to the supply connection  17  of the key acceptance unit  3 . A supply potential VBB can be applied to the key acceptance unit  3  via this switch  26  that can be controlled by the microcontroller  6 .  
         [0042]    In the case of embodiment  2 , the control device  4  has a modulating unit/demodulating unit  27 —frequently also designated as a base station. Typically, the modulating unit/demodulating unit  27  is connected to four feeder lines  5  with the immobilizer coil  25 . Therefore, the immobilizer coil  25  can modulate or demodulate transmitted or received data via the modulating unit/demodulating unit  27 . In order to control the modulating/demodulating unit  27 , it is connected to the microcontroller  6 .  
         [0043]    According to the invention, the control device  4  is developed in such a way that it at least partially already has the corresponding connections and feeder lines so that it can be designed and expanded very easily both for an application according to the embodiment 1 and an application according to the embodiment 2. The control device  4  must only be supplemented here with the corresponding components.  
         [0044]    The modulating unit/demodulating unit  27  can also be provided in the key acceptance unit  3  or alternatively also embodied as an independent device.  
         [0045]    [0045]FIG. 3 is a wiring diagram of a third access authorization system with the same system architecture according to the invention. The switching developments of the elements  2 ,  3 ,  4 ,  7 ,  10  are not shown here for reasons of improved clarity. However, it is understood that they can conform to the developments of FIGS. 1 and 2.  
         [0046]    Unlike the embodiments in FIGS. 1 and 2, a key fob  30  is also provided in the embodiment of FIG. 3. The key fob  30  contains a remote control function (RKE=remote keyless entry) for opening the door lock(s) with the remote control. Here, the key acceptance unit  3  and/or the control device  4  has a receiver that is not shown for receiving the access authorization request via remote control. Naturally, the receiver can also be fitted at any other place. However, typically but not necessarily the remote operation is carried out at frequencies in the range of approximately 447 MHz. However, the functionality of a remote operation need not necessarily be contained in a special key fob  30 , but can rather also be implemented in the housing  22  of the key  2 . The remote operation can have several switch settings to distinguish, for example, whether or not only the driver&#39;s door, all the doors, the boot lid, etc. should be opened or whether or not these doors should be locked.  
         [0047]    The access authorization system  1  in FIG. 3 also has a so-called control unit  31  that comprises different comfort functions of the motor vehicle. The control unit  31  controls passive access and right of use processes. The control unit  31  is also connected to the control device  4  via the CAN lines  13 .  
         [0048]    Although this invention was described above on the basis of preferred embodiments, it is not limited to these, but can be modified in many ways.  
         [0049]    For example, according to the invention, the system architecture for an access authorization system  1  must not necessarily have all the units such as the start/stop device  7 , the brake switch unit  9 , the steering wheel locking unit  11 , the key fob  30  and the control unit  31  specified in FIGS. 1-3. According to the invention, for a common system architecture of the access authorization system  1 , several or all of these units can be abandoned.  
         [0050]    Naturally the switching embodiments specified in the figures have only been given as examples and the invention should not be limited to these. For example, in the case of the key acceptance unit  3  or the start/stop device  7 , the switches there need not necessarily be embodied as high-side switches, but can be embodied in any other way for example as low-side switches or as bridge circuits.  
         [0051]    The control device  4  also need not necessarily have a controllable switch  26  for supplying the key acceptance unit  3  that can be controlled.  
         [0052]    The invention was also described above on the basis of an access authorization system. However, the invention is not limited to this. In addition, an access authorization system rather expressly means (in addition or alternatively) a right of use system and an access authorization request is then a right of use request.  
         [0053]    To summarize, it can be determined that in the case of the system architecture according to the invention for providing an access authorization system of the key both the key acceptance unit and the control device can be designed in a very simple way by simply varying or expanding simple system components for different system requirements. Here, the entire system architecture or the access authorization system must not be changed specially for the new requirement, but here the access authorization system must rather be supplemented or varied only with the corresponding components. This is also possible in a very simple way because the corresponding requirements, i.e. the corresponding feeder lines, connections and places must at least partially be present, but it must at least still be possible to subsequently supplement them without having to change the design of the entire access authorization system. Here, the special advantage is the fact that these variations or expansions can also still be carried out afterwards so that the manufacturer of the motor vehicle can develop the access authorization system according to his requests cost-effectively.