Abstract:
A local interconnect network BUS remote control system, including a printed circuit board antenna for receiving wireless communications signals and transmitting them to at least one radio frequency module, the printed circuit board antenna including a digital layer; a power layer; a ground layer; a radio frequency layer; at least one radio frequency module mounted on the vehicle, the at least one frequency module in communication with the printed circuit board antenna for demodulating the wireless communication signals into local interconnect network signals; a local interconnect network BUS in communication with the at least one frequency module for receiving the local interconnect network signals; and a local interconnect network controller in communication with the local interconnect network BUS for receiving the local interconnect network signals.

Description:
BACKGROUND 
     Designers of vehicles have embraced technology in recent years. Some of the technologies that have been incorporated into vehicles include electromechanical systems, such as automatic liftgates and sliding doors, remote control transponder/keyfobs, airbags, wireless remote starters, voice activated telephones and sound systems, and so forth. Many of these technologies improve safety, while others improve convenience for users. In many cases, consumers of vehicles are much or more concerned about technology included in each vehicle than performance of the actual vehicle. 
     Different systems exist to manage these different technologies. For example, some existing system architectures use antennas that are located away from the wireless control module (“WCM”), or other control modules, and are connected through a radio frequency (“RF”) cable. These data transmission cables and their connectors are expensive, and the increased length of the cables adds noise to the signal, interfering with the data transmitted between the receiver and the WCM. In situations where more than one antenna is needed, there are additional RF cables required, and the WCM must use a RF switch to multiplex the different antennas. 
     SUMMARY 
     The above-described problems are solved and a technical advance achieved by the local interconnect network (“LIN”) BUS remote control system disclosed in this application. The novel LIN BUS remote control system uses a network of RF modules, including LIN transceivers, that replaces the WCM that are in communication with a LIN control module via a LIN BUS. Similarly, the LIN BUS remote control system may include PCB antennas, amplifiers, and receivers in a small module that may be mounted according the antenna&#39;s mounting requirements, and through use of LIN communications to reduce the need for the specialized connectors or transmission cables. Since the receiver is located in close proximity to the PCB antenna there is very little noise generated between PCB antennas and receivers. The present LIN BUS remote control system may also provide for a LIN antenna to boost a wider range than its conventional equivalent. 
     The present LIN BUS remote control system may integrate various applications, such as passive entry/activation, voice activation, and hands-free technology (capacitive sensors) into a single control module. The present LIN BUS remote control system provides for diverse functionality, placement, and operation unique in automotive applications, for example. 
     To further improve conveniences of vehicles, the principles of the present LIN BUS remote control system may incorporate wireless communications and voice communications external to a vehicle to activate electromechanical systems of the vehicle. By using both wireless communications, such as passive, active, and/or semi-passive transponder/keyfobs and voice recognition systems, safety and security is provided by preventing unauthorized or undesired activation of the electromechanical systems. 
     The present LIN BUS remote control system may use any number of LIN control modules and RF modules throughout a vehicle. The LIN BUS remote control system reduces the wiring harness complexity of existing systems by utilizing the LIN bus network already in place on a vehicle and eliminating the need for special cables and connectors between the PCB antenna and a WCM. Each control module may contain multiple functions and be networked together with other control modules to share functions and responsibilities. In addition, the control modules of the present LIN BUS remote control system may perform different functions located throughout a vehicle. 
     In one embodiment, the local interconnect network BUS remote control LIN BUS remote control system includes a printed circuit board antenna for receiving wireless communications signals and transmitting them to at least one radio frequency module, the printed circuit board antenna including a digital layer; a power layer; a ground layer; a radio frequency layer; at least one radio frequency module mounted on the vehicle, the at least one frequency module in communication with the printed circuit board antenna for demodulating the wireless communication signals into local interconnect network signals; a local interconnect network BUS in communication with the at least one frequency module for receiving the local interconnect network signals; and a local interconnect network controller in communication with the local interconnect network BUS for receiving the local interconnect network signals. 
     In one aspect, the radio frequency layer includes a positive meander line antenna and a negative meander line antenna. Additionally, the radio frequency layer may include a connection to a radio frequency receiver. Also, the radio frequency layer may include a connection to a low noise amplifier. Further, the radio frequency layer may include a via for connecting with a via in the ground layer. In another aspect, the radio frequency layer may include a first tuning element for tuning the positive meander line antenna and the negative meander line antenna. In yet another aspect, the radio frequency layer may include a second tuning element for tuning the positive meander line antenna and the negative meander line antenna. 
     The local interconnect network BUS remote control system may further include a transponder/keyfob configured to generate the wireless communications signal in response to activation by a user. Preferably, the at least one radio frequency module operates with low frequency (“LF”) radio frequency signals between approximately 30 kHz and 300 kHz. Also preferably, the at least one radio frequency module operates with ultrahigh (“UHF”) radio frequency signals between approximately 300 MHz and 3,000 MHz. The local interconnect network BUS may include a communications line and at least two power lines. Preferably, the local interconnect network controller controls one of electromechanical devices, control sliding doors, power tailgates, power windows, remote vehicle starters, power locks, car alarms, and panic functions. 
     In another embodiment, the present local interconnect network BUS remote control system, includes a printed circuit board antenna for receiving wireless communications signals and transmitting them to at least one radio frequency module, the printed circuit board antenna including a digital layer; a power layer; a ground layer; a radio frequency layer including a positive meander line antenna and a negative meander line antenna; at least one radio frequency module mounted on the vehicle, the at least one frequency module in communication with the printed circuit board antenna for demodulating the wireless communication signals into local interconnect network signals; a local interconnect network BUS in communication with the at least one frequency module for receiving the local interconnect network signals; a local interconnect network controller in communication with the local interconnect network BUS for receiving the local interconnect network signals; and at least one driver in communication with the local interconnect network controller for controlling at least one of electromechanical devices, control sliding doors, power tailgates, power windows, remote vehicle starters, power locks, car alarms, and panic functions. 
     In one aspect, the radio frequency layer includes a connection to a radio frequency receiver. Further, the radio frequency layer may include a connection to a low noise amplifier. Also, the radio frequency layer may include a via for connecting with a via in the ground layer. The radio frequency layer may include a first tuning element for tuning the positive meander line antenna and the negative meander line antenna and a second tuning element for tuning the positive meander line antenna and the negative meander line antenna. Additionally, the local interconnect network BUS remote control system may further include a transponder/keyfob configured to generate the wireless communications signal in response to activation by a user. The at least one radio frequency module operates with ultrahigh radio frequency signals between approximately 300 MHz and 3,000 MHz. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       Illustrative embodiments of the present invention are described in detail below with reference to the attached drawing figures, which are incorporated by reference herein and wherein: 
         FIG. 1  is an illustration of an exemplary vehicle that enables a user to monitor and/or control electromechanical systems and subsystems using the LIN BUS remote control system according to an embodiment of the present invention; 
         FIG. 2  is a block diagram of an exemplary electrical system that enables a user to control electromechanical systems when the user is located external from a vehicle according to an embodiment of the present invention; 
         FIG. 3A  is a side view of an exemplary PCB antenna according to an embodiment of the present invention; 
         FIG. 3B  is a top view of an exemplary top layer of PCB antenna of  FIG. 3A  according to an embodiment of the present invention; 
         FIG. 3C  is a top view of an exemplary ground layer of PCB antenna of  FIG. 3A  according to an embodiment of the present invention; 
         FIG. 3D  is a top view of an exemplary power layer of PCB antenna of  FIG. 3A  according to an embodiment of the present invention; 
         FIG. 3E  is a top view of an exemplary digital layer of PCB antenna of  FIG. 3A  according to embodiment of the present invention; 
         FIG. 4  is a schematic diagram of a LIN control module according to an embodiment of the present invention; 
         FIG. 5  is a schematic diagram of a RF module according to an embodiment of the present invention; and 
         FIG. 6  is a schematic diagram of a RF module with a capacity sensor according to an embodiment of the present invention. 
     
    
    
     DETAILED DESCRIPTION 
       FIG. 1  is an illustration of an exemplary vehicle  104  using an embodiment of LIN BUS remote control system  100 . Vehicle  104  includes a vehicle body  102  that generally defines vehicle  104 . For the purposes of this description, vehicle body  102  may include any structure or component of vehicle  104 , including roof, sidewalls, doors, windows, bumpers, seats, mirrors, and any other physical feature of vehicle  104 . 
     LIN BUS remote control system  100  may include any number of RF modules, such as RF modules  112   a - 112   b  (collectively  112 ),  124   a - 124   b  (collectively  124 ),  126 , and  128 . LIN BUS remote control system  100  may include a LIN control module  106  for controlling RF modules  112 ,  124 ,  126 ,  128 . Any number of RF modules  112 ,  124 ,  126 ,  128  and control module  106  may be located anywhere in or on vehicle  104 . RF modules  112 ,  124 ,  126 ,  128  may be connected together by a LIN bus  136 , which may include two power lines  130  and  132  and a communications line  134 . Any number of lines may be used for LIN bus  136 .  FIG. 1  shows vehicle  104  with four different types of RF modules  112 ,  124 ,  126 , and  128 , each located in different locations within vehicle  104 , with different functions and implemented technologies. 
     RF modules  112 ,  126 , and  128  may transmit and receive RF frequency signals and they may be configured as a single unit or multiple units. The RF modules  112 ,  126 , and  128  may include or be in communication with one or more PCB antennas  130   a - 130   n  (collectively  130 ) and may be configured to transmit and receive wireless communications signals, such as RF signals  110   a - 110   n  (collectively  110 ), from vehicle  104 . In one embodiment, RF signals  110  may be any frequency, such as LF RF signals and UHF RF signals, for example. In one embodiment, the RF modules  112  and  128  may operate with LF RF signals. The LF RF signals may range between approximately 30 kHz and 300 kHz, and more preferably between approximately 18 kHz and 150 kHz, for example. In another embodiment, RF module  126  may operate with UHF RF signals. The UHF RF signals may range between approximately 300 MHz and 3,000 MHz, for example. PCB antennas  130  are described in further detail below. 
     The antenna patterns  110  may be directional or omni-directional. In one aspect, the communication paths between the RF modules  112 ,  124 ,  126 , and  128  and LIN BUS  136  may be a wired connection. Additionally, a wireless communication path may use Bluetooth or any other communication protocol. A hardwired communication path may use conventional vehicular bus architecture, such as CAN, LIN, or J1850. Alternatively, a non-standard vehicular bus architecture may be utilized. 
     In addition, LIN BUS remote control system  100  may be in communication with RF module  128  via LIN BUS  136 . RF module  128  may be in communication with one or more microphones  114   a - 114   n  (collectively  114 ) configured to receive sounds locally external to the vehicle. In one embodiment, at least one other microphone (not shown) may be positioned with the vehicle to provide added convenience to users to control electromechanical systems of vehicle  102 . Microphones  114  may be configured to operate over a frequency range that includes speech or voice frequencies, as understood in the art. Microphones  114  may be in communication with other RF modules  112 ,  124 , and  126  and control module  106  via LIN BUS  136 . Alternatively, a different bus and/or communications protocol may be utilized for microphones  114 . Each of microphones  114  may be the same or different and operate to have the same or different coverage patterns  118 - 118   n  (collectively  118 ), respectively. 
     PCB antennas  130  may be coupled to the vehicle body in any manner and be positioned to have antenna patterns  110  that partially or completely surround the vehicle  104 . LIN BUS remote control system  100  may configure a gain to cause antenna patterns  110  to be constant or variable based on manufacturer and/or user settings. Similarly, LIN BUS remote control system  100  may configure a gain for coverage patterns  118  to be constant or vary. It should be understood that the number of PCB antennas  130  and microphones  114  may be the same or different and vary depending on the size, model, type, or any other difference between vehicles produced by one or more vehicle manufacturers. It should further be understood that vehicle  104  may be any consumer, commercial, or military motor, rail, aircraft, or watercraft vehicle. 
     As further shown in  FIG. 1 , a transponder/keyfob  120  may be used to communicate with the RF module  126  via PCB antenna  130   c . In one embodiment, transponder/keyfob  120  is a passive transponder/keyfob (e.g., radio frequency identification (“RFID”) tag) that responds to receiving one of RF signals  138  that operate as a detection signal from LIN BUS remote control system  100  when in a local range of vehicle  104 . The transponder/keyfob  120  may generate and communicate at least one authorization code(s)  122  that identifies transponder/keyfob  120  as being associated with LIN BUS remote control system  100 , vehicle  104 , and/or RF module  126 . Alternatively, transponder/keyfob  120  may be an active device that enables active RF communication with LIN BUS remote control system  100 . Generally, an active transponder/keyfob  120  may include a power source for powering an integrated circuit contained within transponder/keyfob  120  and transmitting a signal back to RF module  126 . The desired distance of operation of transponder/keyfob  120  to RF module  126  may be relevant in determining whether to use a passive or active transponder/keyfob  120 , as known to those skilled in the art. In addition, semi-passive transponder/keyfob  120  may be used to power a microchip, but not the return signal to the RF module  126 . 
     RF modules  124 ,  126 , and  128 , PCB antennas  130 , and microphones  114  may be designed and configured to cause antenna patterns  110  and coverage patterns  118  to overlap and cover the same or similar areas. By covering the same or similar areas, a user who enters an antenna pattern  110   a  will know that microphone  114   b  with the respective coverage pattern  118   b  will receive his or her voice command. By antenna patterns  110  and coverage patterns  118  having the same or similar areas, a determination that a user is located external to vehicle  104  can be made when transponder/keyfob  120  is within an antenna pattern  110  and, more definitively, when a voice command is received from the user. 
     Additionally, the RF modules  112  and  124  may include capacitive sensors  140   a - 140   n  (collectively  140 ) that may include a probe (not shown), which uses changes in capacitance to sense in distance to a target. Capacitive sensors  140  may further include driver electronics to convert these changes in capacitance into voltage changes and a device to indicate and/or record the resulting voltage change. The capacitive sensors  140  detect and/or sense within a field range  108   a - 108   n  (collectively  108 ) the proximity of a user to a particular capacitive sensor  140 , such as to the front or rear doors of vehicle  104 . 
       FIG. 2  is a block diagram of an exemplary electrical system  200  that enables a user to control electromechanical systems when the user is located external from vehicle  104 . Electrical system  200  may include a LIN control module  202 , one or more RF modules  204   a - 204   c  (collectively  204 ), and a voice recognition system  232 . In one embodiment, LIN control module  202  and voice recognition system  232  are separate devices. Alternatively, LIN control module  202  and voice recognition system  232  may be combined in a single device. LIN control module  202  may include an LF base station  222  that operates to transmit, receive, and process RF signals  238  via LF antenna  224 . Alternatively, LF base station  222  may be a device external from LIN control module  202 . LIN control module  202  may further include a processing unit  216  that executes software  218  that operates to communicate with LF base station  222  and voice recognition system  232 . In one embodiment, voice recognition system  232  is integrated into software  218 . In response to LIN control module  202  receiving a voice command from a user located external to vehicle  104 , LIN control module  202  may communicate the voice command to voice recognition system  232 , which, in response, may communicate a command notification signal  240 , in either a digital or analog format, to LIN control module  202 , and, more specifically, processing unit  216  to respond accordingly. 
     An input/output device, such as a controller area network (“CAN”) transceiver  220  may be in communication with the LF base station  222  and/or processing unit  216  and be configured to communicate with PCB antennas  130 , voice recognition system  232 , and other devices, including a multiplexer  234  and drivers  228 . In an alternative embodiment, LIN control module  202  may include multiplexer  234  and/or drivers  228 . Multiplexer  234  may be configured to communicate with microphones  236   a - 236   n  (collectively  236 ) and microphones  114 . As described with respect to  FIG. 1 , microphones  236  and  114  may be configured such that sounds are collected external to vehicle  104  by the microphones  236  and  114 . To minimize wiring, power, and controller inputs, multiplexer  234  may operate to individually and selectively collect sounds from each of antennas  236  and  114 . Drivers  228  may include power circuitry that is configured to receive control signals  242 , either digital or analog, and drive electromechanical systems  230   a - 230   n  (collectively  230 ). Although described as being electromechanical, for the purposes of this description, electromechanical systems  230  may alternatively be exclusively electrical, wireless, optical, electro-optical, optoelectromechanical (e.g., fiber optic to electromechanical). In other words, electromechanical systems  230  may be any system of a vehicle that LIN control module  202  is configured to control in response to a user providing a voice command. 
     In operation, LIN control module  202  may be configured to control operation of the RF and electromechanical systems of the vehicle. Processing unit  216  being in communication with LF base station  222  and voice recognition system  232  may be configured to process or manage processing of signals being received locally external to the vehicle and drive appropriate electromechanical systems in response, as described herein. 
     RF modules  204   a ,  204   b ,  204   c  (collectively RF modules  204 ) each include a PCB antenna  212   a ,  212   b ,  212   c  (collectively  212 ), respectively, in communication with a RF receiver  210   a ,  210   b ,  210   c  (collectively  210 ), respectively, for receiving transmitted RF signals  244   a ,  244   b ,  244   c  (collectively  244 ), respectively. RF receivers  210  are each in communication with a microcontroller  208   a ,  208   b ,  208   c  (collectively  208 ), respectively, which each may be in communication with a LIN transceiver  206   a ,  206   b ,  206   c  (collectively LIN transceivers  206 ), respectively. LIN transceivers  206  are each in communication with LIN control module  202  via LIN BUS  214 . 
     In one embodiment, LIN control module  202  is a master and LIN transceivers  206  may be slaves for the broadcast serial network, LIN BUS  214 . Generally, LIN control module  202  initiates and transmits signals or messages  246  to LIN transceivers  206  with at most one LIN transceivers  206  responding at a time to a given message. In one aspect, microcontrollers  208  may be application-specific integrated circuits (“ASICs”), as are commonly known in the art. In one aspect, microcontrollers  208  may generate all needed LIN data or messages  246 , such as protocol and the like, prior to the messages to LIN transceivers  206 . In one embodiment, LIN transceivers  206  may be pure LIN nodes. 
     RF signals  244  may be any desired frequency, and in one embodiment they may be between 300 MHz and 450 MHZ. More preferably, the RF signals  244  are transmitted at one of a frequency of 315 MHz and 433.92 MHz. 
     Referring now to  FIGS. 3A-3E , an exemplary PCB antenna  300  of LIN BUS remote control system  100  is now described. PCB antenna  300  includes a bottom layer  302 , a power layer  304 , a ground layer  306 , and a top RF layer  308 . Bottom layer  302  is in communication with a LIN transceiver  364  and a microcontroller  362 , which may be the same as any of LIN transceivers  206  and microcontrollers  208 . Power layer  304  may be comprised of a metallic or alloy plate, such as a copper plate  350 , and the like. Ground layer  306  may be comprised of metallic or alloy plate, such as a copper plate  340 , and the like. Additionally, ground layer  306  includes a via  342  for connecting with a via  326  in top RF layer  308 . Further, top RF layer  308  may include a module  310  that includes wiring or connections to a RF receiver  312  and a low noise amplifier (“LNA”)  314 . In passive aspects, top RF layer  308  may not include a LNA  314 . Preferably, LNA  314  is in communication with a positive antenna arm  318  that may be in communication with a LIN BUS controller  316 . PCB antenna  300  may further include a negative antenna arm  320 . A first tuning element  322  and a second tuning element  324  may be in communication with positive antenna arm  318  and negative antenna arm  320  for tuning these antenna arms. Positive antenna arm  318  and negative antenna arm  320  may be a meander trace line antenna design as is commonly known in the art. 
     In one aspect, positive antenna arm  318  may be a resistor or an inductor. Additionally, negative antenna arm  320  may be a resistor or an inductor. Preferably, one is a resistor and one is an inductor and they are arranged in a parallel. Some exemplary resistor values are 50 ohms and LIN BUS remote control system 100 ohms. By such arrangement, the frequency bandwidth may be increased from approximately 5 MHz to 25 MHz. In such a case, the PCB antennas impedance becomes not so sensitive to the location on vehicle  104 . Further, the gain losses caused by the resistor may only be from 1.0 dB to 1.5 dB. Additional inductor values may be approximately 15 nHz for providing a resistor value of approximately 64 ohms. The thickness of positive antenna arm  318  and negative antenna arm  320  may be any thickness, but in one aspect they are approximately 0.1 cm thick. 
       FIG. 4  illustrates a schematic of an embodiment of a LIN control module  400 , such as LIN control module  202 , of LIN BUS remote control system  100 . LIN control module  400  may include a digital signal controller (“DSC”)  402 . In addition, LIN control module  400  may include a code hopping decoder  404  for remote keyless entry functionality. Code hopping decoder  404  may be used with code hopping encoders, such as code hopping encoder  308 , for use with an encryption algorithm, for example. LIN control module  400  may also include a high voltage, high current darlington arrays  406  for driving loads and the like as described herein. LIN control module  400  may include a CAN transceiver  408  for use in CAN serial communication physical layer, for example. LIN control module  400  may include a LIN transceiver  410  for supporting the  214  in conjunction with the CAN transceiver  408 , for example. LIN transceiver  410  may work with sensors, actuators, and the like on vehicle  104 . In one embodiment, these units may be wired and/or connected together as shown in the schematic. Other devices may also be part of LIN control module  400  than those described here to provide the functionality as described herein. 
       FIG. 5  illustrates a schematic diagram of an embodiment of RF module  126  of the present LIN BUS remote control system  100 . The RF module  126  may include antenna(s), such as PCB antennas  130  and  300  for receiving RF signals, such as UHF RF signals at the RF module  126 . RF module  126  may further include a n-type, p-type, and n-type (“NPN”) bipolar transistor/pre-amplifier. Additionally, the RF module  126  may include a band pass surface acoustic wave (“BP SAW”) filter  504  and a RF receiver, such as an ASK/FSK receiver  506  as described herein. The FIRM module  126  may include a low-dropout (“LDO”) voltage regulator  508  for providing low voltage operations with capacitors and the like. RF module  126  may further include a microcontroller  510  and a LIN transceiver  512 . 
     RF module  126  may include a remote keyless entry (“RKE”) antenna, such as PCB antennas  130  and  300  and for providing functionality to a transponder/keyfob  120  equipped with a RKE transponder. When a button is pressed on the transponder/keyfob  120 , the appropriate message (i.e. “unlock doors”) is sent from the transponder/keyfob  120  via UHF RF signals, for example, where it is received by PCB antennas  130  and  300  at RF module  126 . RF module  126  may receive this information and in turn transmit a message across LIN BUS  136 ,  214  instructing the other modules to react accordingly. 
       FIG. 6  illustrates a schematic diagram of an embodiment of RF modules  124  and/or RF module  128  of LIN BUS remote control system  100 . These RF modules may include an audio power amplifier  602  for delivering power to an output device, such as a jack or speakers, and a LDO voltage regulator  604 . These RF modules may further include a speech-recognition and synthesis microcontroller  606  for recognizing the speech of a user for activating systems and modules as described herein. These RF modules may also include a high voltage, high current darlington arrays  608  for driving loads and the like as described herein. These RF modules may further include an amplifier device, such as single and/or dual amplifier  610 . Amplifier  610  may be a voltage feedback amplifier with a bandwidth and slew rate as desired for the performance and functionality as described herein. These RF modules may include a bus buffer gate  612 , such as a quadruple bus buffer gate with  3 -state output. These RF modules may further include capacitive sensors that are used to detect proximity of a user to the vehicle  104 . 
     RF module  128  may include a passive LF RF antenna, such as PCB antennas  130 ,  300  and a speech/voice activation hardware and software as described herein. RF module  128  may generate and manage a passive LF RF field  110   a  emitted by PCB antennas  130 ,  300  anywhere on vehicle  104 . Further, RF module  128  may manage the voice activation technology to control the function of power liftgates and/or decklids, for example. In addition, RF modules  112 ,  124 ,  126 , and  128  and LIN control module  106 ,  202  may further control sliding doors, power tailgates, power windows, remote vehicle starters, power locks, and car alarms/panic functions of vehicle  104 , for example. 
     In general, RF modules may operate on a 12 volt power supplied by vehicle  100 , and in addition to or in place of LIN BUS  136 ,  214  may communicate via any communications bus methods, including CAN, serial, etc. As described herein, a passive entry transponder may be included inside transponder/keyfob  120 , which may further include a key blade, and/or RKE technology. In one aspect, the RF modules  112 ,  124 ,  126 , and  128  and LIN control module  106 ,  202  may also operate with a different power supply, such as a 5 volt power supply provided by another RF module, for example. 
     RF modules  112 ,  124 ,  126 , and  128  and LIN control module  106 ,  202  may vary as desired to meet the requirements of vehicle  104 . Similarly, the functionality as herein described may vary from module to module. For example the RF modules  112 ,  124 ,  126 , and  128  and LIN control module  106 ,  202  may include passive entry antennas, RKE antennas, remote start antennas, capacitive sensing, voice activation, ultrasonic sensing, for example. 
     The previous detailed description of a small number of embodiments for implementing the invention is not intended to be limiting in scope. One of skill in this art will immediately envisage the methods and variations used to implement this invention in other areas than those described in detail. The following claims set forth a number of the embodiments of the invention disclosed with greater particularity.