Patent Description:
In recent years, wireless communications have become increasingly important in a number of vehicle control systems. Remote vehicle entry transmitters/receivers, for example, are used for locking and unlocking a vehicle door, unlatching a trunk latch, or activating or deactivating an alarm system equipped on the vehicle. This remote entry device is commonly referred to a remote keyless entry (RKE) fob. The RKE fob is typically a small rectangular or oval plastic housing with a plurality of depressible buttons for activating each one of the wireless operations. The RKE fob is carried with the operator of a vehicle and can wirelessly perform these functions when within a predetermined reception range of the vehicle. The RKE fob communicates with an electronic control module within the vehicle via a RF communication signal.

Even more recently, complex embedded electronic systems have become common to provide access and start functions, and to provide wide ranging functions to improve driver safety and convenience. These systems include Passive Entry Passive Start (PEPS) systems. In PEPS systems, a remote receiver and transmitter (or transceiver) is carried with the user in a portable communication device such as a key fob or a card. The portable communication device when successfully challenged transmits a radio frequency (RF) signal to a module within the vehicle for performing a variety of remote vehicle function such door lock/unlock, enabling engine start, or activating external/internal lighting. Passive entry systems include a transmitter and receiver (or transceiver) in an electronic control module disposed within the vehicle. The transceiver is typically in communication with one or more devices (e.g., door lock mechanism) for determining when a request for actuation of a device is initiated (e.g., lifting a door handle) by a user.

Upon sensing the request for actuation, the transceiver broadcasts a passive entry interrogating signal. The fob upon receiving the interrogating signal from the ECU, the portable communication device determines if the interrogating signal is valid. If it is determined a valid signal, then the fob automatically broadcasts an output signal which includes an encrypted or rolling identification code to the electronic control module. The electronic module thereafter determines the validity of the output signal and generates a signal to the device to perform an operation (e.g., the door lock mechanism to unlock the door) if the output signal is determined valid.

Key fobs and other personal ID devices are typically issued with a vehicle, and are preprogrammed for a target vehicle. Due to memory restrictions in both the vehicle and the fob, a limited number of fobs can be assigned to a single vehicle. Similarly, in applications requiring a single fob to operate a number of vehicles, special hardware is often required. The present disclosure addresses methods for assigning multiple fobs to a single vehicle, and multiple vehicles to a single fob without the need for additional hardware.

<CIT> discloses a communication system and method to allow authorized access to a vehicle. The system communicates with an internet server and a mobile communication device such as a smart phone or RFID transponder to determine if a person attempting to access a vehicle is authorized.

<CIT> discloses a user/vehicle-identification by which access rights privileges and or user settings can be associated to a specific user assigned to a specific vehicle. The system comprises an identification device adapted to store a user/ vehicle ID string and an authentication device adapted to receive the user/vehicle ID string from the ID device and to associate access rights to the user of the ID device once verified.

<CIT> discloses a method and a system for managing a vehicle, which can improve convenience by enabling flexible management of a relationship between a vehicle and an electronic key capable of giving a possessory right to the vehicle.

In one aspect, the present disclosure provides a wireless communications system for a fleet of automotive vehicle in accordance with claim <NUM>. The wireless communications system comprises: a server in communication with a wireless wide area network and including a database; a fob including a memory storing a unique fob identifier, the fob in communication with a wireless local area network; and a control unit in the automotive vehicle including a memory storing a vehicle identifier and temporarily storing unique identifiers corresponding with key fobs. The control unit is in communication with the server via the wireless wide area network and with the fob via the wireless local area network, wherein the server stores data correlating the fob identifier to the vehicle identifier in the database, and when the fob transmits a communication to the vehicle through the local area network the vehicle accesses the database to validate the key fob, wherein the automotive vehicle is configured to query the vehicle memory to determine whether the fob identifier is stored in the vehicle memory; then, querying the database only if the fob identifier is not stored in the vehicle memory.

In another aspect, the present disclosure provides a method for correlating vehicles and fobs in accordance with claim <NUM>. At least one vehicle identifier and one fob identifier are stored in a database external to each of the fob and the vehicle. The database selectively identifies paired vehicle identifiers and fob identifiers. When a fob is activated within a predetermined distance of a vehicle, an internal vehicle memory is queried to determine whether the fob identifier is stored in the internal vehicle memory, the vehicle memory storing a vehicle identifier and temporarily storing unique identifiers corresponding with key fobs, and the database is queried to determine whether the fob is paired to the vehicle, only if the fob identifier is not stored in the vehicle memory. Access to the vehicle is allowed when the database verifies that the fob is paired with the vehicle.

These and other aspects of the invention will become apparent from the following description. In the description, reference is made to the accompanying drawings which form a part hereof, and in which there is shown a preferred embodiment of the invention. Such embodiment does not necessarily represent the full scope of the invention and reference is made therefore, to the claims herein for interpreting the scope of the invention.

Referring to <FIG>, a wireless vehicle communication system <NUM> is shown. The system <NUM> comprises a vehicle <NUM> including a vehicle transceiver module <NUM> communicating with a mobile electronic user device <NUM>, which here is shown and described as a key fob. It will be apparent that the mobile electronic user device <NUM> can be many types of application-specific or personal computerized devices, including, for examples, transponder cards, personal digital assistants, tablets, cellular phones, and smart phones. Although transceiver modules are described, it will be apparent that communications between the vehicle and a key fob or other external device can be bi-directional or uni-directional, and that receivers and tramsitters can be use individually depending on the application.

Referring still to <FIG>, the vehicle <NUM> is in communication with server <NUM> through a wireless wide area network (wWAN) <NUM> or server network which can be provided through a satellite, cellular telephone, or other wireless communications system. A user control <NUM> which can be, as shown here, a computer with corresponding monitor and user input device such as a mouse, keyboard, or other device known to those of skill in the art, is in bi-directional communications with the server <NUM> through a secured network <NUM>, allowing access to an internal database (Fig. <NUM>) correlating one or more key fob <NUM> to one or more vehicle <NUM>. The vehicle <NUM> is in further communication with the fob <NUM> through a wireless local area or fob network (wLAN) <NUM>. The user control <NUM> also includes a wireless local area network which can enable communication with key fobs <NUM> for validation purposes.

The key fob <NUM> can include one or more user input device <NUM> and one or more user output or alert devices <NUM>. The user input devices <NUM> are typically switches such as buttons that are depressed by the user. The user output alert devices <NUM> can be one or more visual alert, such as light emitting diodes (LEDs), a liquid crystal display (LCD), and audible alarm, or a tactile or vibratory device. A single function can be assigned to each input device <NUM> or user alert devices <NUM>, or a combination of input devices or a display menu could be used to request a plethora of functions via input device sequences or combinations. Key fobs can, for example, provide commands to start the vehicle, provide passive entry (i.e., automatic unlocking of the doors of the vehicle <NUM> when key fob <NUM> is within a predetermined proximate distance of the vehicle <NUM>), activate external and internal vehicle lighting, preparation of the vehicle locking system, activation of a vehicle camera for vehicle action in response to camera-detected events, opening windows, activating internal electric devices, such as radios, telephones, and other devices, and adjustment of driver preferences (e.g., the position of the driver's seat and the tilt of the steering wheel) in response to recognition of the key fob <NUM>. These functions can be activated input devices <NUM> or automatically by the vehicle <NUM> detecting the key fob <NUM>. Although a single key fob is shown here, it will be apparent that any number of key fobs could be in communication with the vehicle transceiver module, and the vehicle transceiver module <NUM> and corresponding control system could associate a different set of parameters with each key fob.

In addition, the vehicle transceiver module <NUM> can activate output or alert devices <NUM> to notify the vehicle user that the key fob <NUM> is within communication distance or some other predetermined distance of the vehicle <NUM>; notify the vehicle user that a vehicle event has occurred (e.g., activation of the vehicle security system), confirm that an instruction has been received from the key fobs <NUM>, or that an action initiated by key fob <NUM> has been completed.

Referring now to <FIG>, a block diagram of an exemplary vehicle transceiver module <NUM> that can be used in accordance with the disclosed system is illustrated. The vehicle transceiver module <NUM> includes a processor or controller <NUM>, memory <NUM>, a power supply <NUM>, and transceiver circuitry <NUM> communicating through the antenna <NUM>.

The transceiver circuitry <NUM> includes transceiver circuitry <NUM> which can be in bi-directional communications with the wireless wide area network <NUM>, and transceiver circuitry <NUM> configured for bi-directional communications with the wireless local area network <NUM>. In alternative embodiments, communications with the wWAN can be provided through another communications device, such as the OnStar module that is available in vehicles produced by the General Motors Corporation of Detroit, MI. Other competitive products will be known to those of ordinary skill in the art.

The memory <NUM> stores a unique identifier identifying the vehicle <NUM>, as well as data and operational information for use by the processor <NUM> to perform the functions of the vehicle transceiver module <NUM>, and to provide the vehicle function(s) described above. According to the subject-matter of the claims, the memory <NUM> also temporarily stores unique identifiers corresponding with key fobs <NUM> that have been validated to the vehicle <NUM>. This data can be temporarily overwritten by the server <NUM> as desired to change the pairing of key fobs <NUM> and vehicle <NUM>.

The controller <NUM> is also coupled to a higher level vehicle controller or controllers (not shown), which can include, for example, a vehicle bus such as a Controller Area Network (CAN) bus system and corresponding vehicle control system, and can both receive command signals from the vehicle control system and provide command signals and other information to the vehicle control system. Information available to other devices from the CAN bus or other online vehicle bus may include, for example, vehicle status information regarding vehicle systems, such as ignition status, odometer status (distance traveled reading), wheel rotation data (e.g., extent of wheel rotation), etc. Vehicle status data can also include status of electronic control systems including among others, Supplemental Restraint Systems (SRS), Antilock Braking Systems (ABS), Traction Control Systems (TCS), Global Positioning Systems (GPS), Environmental monitoring and control Systems, Engine Control Systems, cellular, Personal Communications System (PCS), and satellite based communication systems and many others not specifically mentioned here.

The transceiver <NUM> is coupled to the antenna <NUM> for receiving radio frequency (RF) signals from the key fob <NUM> and transmitting signals to the key fob <NUM> through wLAN <NUM>. Although the antenna <NUM> is shown as being external to the vehicle transceiver module <NUM> and on the exterior of the vehicle <NUM>, the antenna <NUM> may also be implemented within the confines of the vehicle <NUM> or even within the vehicle. A number of antennas can be embedded, for example, in the door handles of a vehicle, or elsewhere within a vehicle. Although a bi-directional transceiver <NUM> is shown, it will be apparent that one way communications from the key fob <NUM> to the vehicle <NUM>, or from the vehicle to the key fob <NUM> can also be provided, and that both a transmitter and receiver would not be required. For communications though the wireless LAN <NUM>, protocols such as wifi, wiMax, and other wireless protocols can be used.

Referring now to <FIG>, a block diagram of an exemplary key fob <NUM> that can be used in accordance with the disclosed system includes a controller <NUM>, memory <NUM>, transceiver <NUM> and corresponding antenna <NUM>, and a power supply <NUM> (such as a battery). User input devices <NUM> and user alert devices <NUM> are in communication with the controller <NUM>. The transceiver circuitry <NUM> includes receiver circuitry and transmitter circuitry, the receiver circuitry demodulating and decoding received RF signals transmitted using a wifi, wiMax, or other wireless protocol, as described above, to derive information and to provide the information to the controller or processor <NUM> to provide functions requested from the key fob <NUM>. The transmitter circuitry encodes and modulates information from the processor <NUM> into RF signals for transmission via the antenna <NUM> to the vehicle transceiver <NUM> with the protocols discussed above. The memory <NUM> stores a unique identifier identifying the key fob <NUM>.

Although many different types of communications systems could be used, conventional vehicles typically utilize four short-range RF based peer-to-peer wireless systems, including Remote Keyless Entry (RKE), Passive Keyless Entry (PKE), Immobilizer and Tire Pressure Monitoring System (TPMS). RKE and TPMS typically use the same high frequency with different signal modulation (<NUM> for US/NA, <NUM> for Japan and <NUM> for Europe), whereas the PKE system often requires a bidirectional communication at a low frequency (<NUM>) between the key fob and the receiver module and a unidirectional high frequency communication from key fob to the receiver module. The Immobilizer system also typically uses a low frequency bidirectional communication between the key fob and the receiver module. Receivers for these systems are often standalone and/or reside in various control modules like Body Control Module (BCM) or Smart Junction Block (SJB). By using different radios with different carrier frequencies and/or modulation schemes, collisions between transmissions from separate wireless communication systems in the vehicles can be avoided.

The antenna <NUM> located within the fob <NUM> may be configured to transmit long-range ultra-high frequency (UHF) signals to the antenna <NUM> of the vehicle <NUM> and receive short-range Low Frequency (LF) signals from the antenna <NUM>. However, separate antennas may also be included within the fob <NUM> to transmit the UHF signal and receive the LF signal. In addition, antenna <NUM> and other antennas in the vehicle may be configured to transmit LF signals to the fob <NUM> and receive UHF signals from the antenna <NUM> of the fob <NUM>. Also, separate antennas may be included within the vehicle <NUM> to transmit LF signals to the fob <NUM> and receive the UHF signal from the fob <NUM>.

The fob <NUM> may also be configured so that the fob controller <NUM> may be capable of switching between one or more UHF channels. As such, the fob controller <NUM> may be capable of transmitting a response signal across multiple UHF channels. By transmitting the response signal across multiple UHF channels, the fob controller <NUM> may ensure accurate communication between the fob <NUM> and the vehicle transceiver <NUM>.

Referring still to <FIG>, a motion detection device, such as a movement sensor <NUM>, can optionally be included in the key fob <NUM> to detect movement of the key fob <NUM>. The controller <NUM> can, for example, utilize the motion or lack of motion detected signal from the movement sensor <NUM> to place the key fob <NUM> in a sleep mode when no motion is detected for a predetermined time period. The predetermined time period during which no motion is detected that could trigger the sleep mode could be a predetermined period of time or a software configurable value. Although the motion detection device is here shown as part of the key fob, a motion detection device could additionally or alternatively be provided in the vehicle <NUM>.

The vehicle transceiver <NUM> may transmit one or more signals without an operator activating a switch or pushbutton on the fob <NUM>, including a wakeup signal intended to activate a corresponding fob <NUM>. The fob <NUM> may receive signals from the transceiver <NUM> and determine the strength or intensity of the signals (Received Signal Strength Indication (RSSI)), which can be used to determine a location of the fob <NUM>.

Referring again to <FIG>, in operation, data identifying key fobs <NUM> and vehicles <NUM> can be entered into user control <NUM> through a secure location at, for example, a manufacturer or fleet management office. The user control <NUM> can also read identifiers from key fobs <NUM> through a wireless LAN in communication with the control <NUM> to enter the key fob identifiers into the system. Key fobs <NUM> can then be paired with vehicles <NUM>, and the data transmitted through secure network <NUM> and stored in a database in the server <NUM>.

Referring still to <FIG>, the server <NUM> stores a database correlating unique identifiers of vehicles <NUM> to unique identifiers of key fobs <NUM>. Any number of vehicles <NUM> can be correlated with a selected key fob <NUM>, and any number of key fobs <NUM> can be correlated to selected vehicles <NUM>. A single key fob <NUM>, therefore, can be paired to control one vehicle <NUM> or a plurality of vehicles <NUM>. Each vehicle <NUM> can be correlated to a single key fob <NUM>, or a plurality of key fobs <NUM>.

In operation, when a key fob <NUM> is activated adjacent a vehicle <NUM>, communications are transmitted through the wireless LAN <NUM>. According to the subject-matter of the claims, the vehicle <NUM> first verifies whether the key fob <NUM> requesting access is identified in internal memory <NUM>. If not, the vehicle <NUM> can request information from server <NUM> to determine whether the key fob <NUM> is paired to the vehicle <NUM>. As described above, databases can be stored in server <NUM> correlating any number of vehicles <NUM> to any number of key fobs <NUM>, and changed as needed by the user, thereby significantly simplifying and reducing the cost of fleet management and other large scale vehicle management systems, and similarly simplifying the ability of a group of drivers to use a single vehicle by enabling validating of a large number of key fobs <NUM> for controlling a single vehicle <NUM>.

Claim 1:
A wireless communications system (<NUM>) for a fleet of automotive vehicle (<NUM>) comprising:
a server (<NUM>) in communication with a server network (<NUM>) and including a database;
a fob (<NUM>) including a fob memory storing a unique fob identifier, the fob (<NUM>) in communication with a fob network (<NUM>); and
a control unit (<NUM>) in an automotive vehicle (<NUM>) including a vehicle memory (<NUM>) storing a vehicle identifier and temporarily storing unique identifiers corresponding with key fobs, the control unit (<NUM>) in communication with the server (<NUM>) via the server network (<NUM>) and with the fob (<NUM>) via the fob network (<NUM>), wherein the server (<NUM>) stores data correlating the fob identifier to the vehicle identifier in the database, and when the fob (<NUM>) transmits a communication to the automotive vehicle (<NUM>) through the fob network (<NUM>), the automotive vehicle (<NUM>) is configured to:
query the vehicle memory (<NUM>) to determine whether the fob identifier is stored in the vehicle memory (<NUM>); and then
access the database to validate the key fob (<NUM>) so as to activate one or more functions of the automotive vehicle (<NUM>) only if the fob identifier is not stored in the vehicle memory (<NUM>).