WIRELESS COUPLING FOR COUPLING A VEHICLE WITH AN ELECTRONIC DEVICE DISPOSED IN AN INTERIOR PART OF THE VEHICLE

Abstract

A wireless coupling for simultaneously communicating with a vehicle and feeding from said vehicle an electronic device disposed in a vehicle interior part disposed inside the vehicle, by means of an NFC technology. The coupling includes a first-end powering transceiver located in a fixed position within the vehicle, having: a connection component electrically connectable to a wiring system of the vehicle, a first end ECU, first-end RF transceiving component, a first-end EMC filter, and a first-end antenna showing certain first-end impedance Zx. It also includes a second-end powered transceiver configured to be disposed in a vehicle part in which the electronic device is disposed. The second-end powered transceiver includes second-end RF transceiving component and a second-end antenna showing certain second-end impedance Zy. The wireless coupling includes a matching circuit with an impedance Zc and connected to the first-end or the second-end antenna, this first-end or second-end antenna having a first-end or a second-end antenna design impedance Z.sub.2da, respectively more inductive than the corresponding theoretical first-end or second-end antenna impedance Z.sub.2ta, such that the combination of the design first-end or design second-end antenna impedance Z.sub.2da and the impedance Z.sub.C of the matching circuit matches the theoretical first-end or the theoretical second-end antenna impedance Z.sub.2ta.

Claims

1. A wireless coupling, based on NFC technology, working at a given transmission frequency, for coupling a vehicle with an electronic device disposed in a vehicle interior part for simultaneously feeding said electronic device from said vehicle, and data exchanging between both of them, the wireless coupling comprising: a first-end powering transceiver located in a fixed position within the vehicle and showing certain first-end impedance Z.sub.1 when working at the transmission frequency, the first-end powering transceiver comprising connection means electrically connectable to a wiring system of the vehicle, a first-end ECU, a first-end RF transceiving means, a first-end EMC filter, and a first-end antenna with a theoretical first-end antenna impedance Z.sub.1ta at the transmission frequency; a second-end powered transceiver configured to be disposed in the vehicle interior part in which said electronic device is disposed, said electronic device being connected to the second-end powered transceiver and showing certain second-end impedance Z.sub.2 when working at the transmission frequency, said second-end powered transceiver being configured to operate in a radiofrequency range emitted by the first-end antenna of the first-end powering transceiver, the second end powered transceiver comprising a second-end RF transceiving means, and a second-end antenna with a theoretical second-end antenna impedance Z.sub.2ta at the transmission frequency; wherein the wireless coupling further comprises a matching circuit with an impedance Zc, said matching circuit being arranged to compensate any deviation from the theoretical first-end antenna impedance Z.sub.1ta, or from the theoretical second-end antenna impedance Z.sub.2ta, due to real working conditions, the matching circuit being connected to the first-end antenna or to the second-end antenna, the first-end antenna or the second-end antenna (202), having respectively a first-end antenna design impedance Z.sub.1da or a second-end antenna design impedance Z.sub.2da, more inductive than the corresponding theoretical first-end antenna impedance Z.sub.1ta or than the theoretical second-end antenna impedance Z.sub.2ta, such that the combination of the design first-end antenna impedance Z.sub.1da, or of the design second-end antenna impedance Z.sub.2da, and the impedance Zc of the matching circuit matches the theoretical first-end antenna impedance Z.sub.1ta or the theoretical second-end antenna impedance Z.sub.2ta.

2. The wireless coupling of claim 1, wherein the second-end powered transceiver comprises a second-end ECU.

3. The wireless coupling of claim 1 wherein the vehicle interior part is detachable from the vehicle.

4. The wireless coupling of claim 1, wherein the data exchanging between the first-end powering transceiver and the second-end powered transceiver comprises data and/or instructions transmission from the vehicle to the electronic device of the vehicle interior part.

5. The wireless coupling of claim 1, wherein the data exchanging between the second-end powered transceiver and the first-end powering transceiver comprises data and/or instructions transmission from the electronic device of the vehicle interior part to the vehicle.

6. The wireless coupling of claim 1, wherein the first-end powering transceiver and the second-end powered transceiver are configured to exchange data and/or instructions in a bidirectional way.

7. The wireless coupling of claim 1, wherein the first-end powering transceiver is configured to passively detect and/or identify the second-end powered transceiver, when they are coupled to each other.

8. The wireless coupling according to claim 7, wherein the first-end powering transceiver is configured to passively identify the second-end powered transceiver as a RFID tag.

9. The wireless coupling according to of claim 1, wherein said first-end antenna and/or said second-end antenna are respectively implemented by means of a loop.

10. The wireless coupling of claim 1, wherein the second-end powered transceiver comprises a memory configured to store data related to the second-end powered transceiver and/or to the electronic device.

11. The wireless coupling of claim 1, wherein the second-end powered transceiver comprises a battery configured to be rechargeable from power of the RF signal emitted by the first-end antenna of the first-end powering transceiver.

12. The wireless coupling of claim 1, wherein the impedance matching circuit is self-adjusting, tuning its capacitive impedance to compensate any mismatch related to impedance variations due to design, environmental, or ageing factors.

13. The wireless coupling of claim 1, wherein the impedance matching circuit is comprised in the first-end powering transceiver.

14. The wireless coupling of claim 1, wherein the first-end powering transceiver comprises a ferrite configured close to the first-end antenna to confine the electromagnetic field emitted by the first-end powering transceiver towards the second-end antenna.

15. The wireless coupling of claim 1, wherein the first-end antenna is longer than the second-end antenna, configured for either, admitting different positions of a single second-end antenna, or simultaneously coupling several second-end antennas.

16. The wireless coupling of claim 1, wherein the first-end powering transceiver comprises a plurality of first-end antennas, covering a surface larger than that of the second-end antenna, configured for either, admitting different positions of a single second-end antenna, or simultaneously coupling several second-end antennas.

17. A vehicle comprising a vehicle part comprising an electronic device, the vehicle further comprising the wireless coupling of claim 1, wherein said first-end powering transceiver is located in a fixed position within the vehicle and said second-end powered transceiver is attached to said vehicle interior part.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0051] To complete the description and in order to provide for a better understanding of the disclosure, a set of drawings is provided. Said drawings form an integral part of the description and illustrate an embodiment of the disclosure, which should not be interpreted as restricting the scope of the disclosure, but just as an example of how the disclosure can be carried out. The drawings comprise the following figures:

[0052] FIG. 1 shows a diagram illustrating a wireless coupling device to be disposed inside a vehicle, comprising a first-end powering transceiver and a second-end powered transceiver, in accordance with one embodiment of the disclosure.

[0053] FIG. 2 shows in detail a portion of the first-end powering transceiver shown in FIG. 1.

[0054] FIG. 3 shows a possible implementation of an antenna loop.

[0055] FIG. 4 shows a scheme of the equivalent circuit of a second-end powered transceiver in accordance with one embodiment of the disclosure comprising a matching circuit.

[0056] FIG. 5 shows a second-end powered transceiver according to an embodiment of the disclosure.

[0057] FIG. 6a shows a wireless coupling device comprising a first-end antenna longer than the second-end antenna, configured to admit different positions of the single second-end antenna.

[0058] FIG. 6b shows a wireless coupling device comprising a first-end antenna longer than the second-end antenna, configured for simultaneously coupling several second-end antennas.

[0059] FIG. 7a shows a first-end powering transceiver comprising a plurality of first-end antennas, covering a surface larger than that of the second-end antenna configured to admit different positions of a single second-end antenna.

[0060] FIG. 7b shows a first-end powering transceiver comprising a plurality of first-end antennas, covering a surface larger than that of the second-end antenna configured for simultaneously coupling several second-end antennas.

[0061] FIG. 8a shows the electromagnetic field generated by the first-end powering transceiver and the electromagnetic field generated by the second-end powered transceiver.

[0062] FIG. 8b shows a dispersion of the electromagnetic field generated by the first-end powering transceiver when the wireless coupling device is surrounding or close to metal parts.

[0063] FIG. 8c shows the wireless coupling device, wherein the first-end powering transceiver comprises a ferrite configured close to the first-end antenna to confine the electromagnetic field emitted by the first-end powering transceiver towards the second-end antenna of the second-end powered transceiver.

DETAILED DESCRIPTION OF THE DRAWINGS

[0064] FIG. 1 shows a wireless coupling in accordance with one embodiment described in the present disclosure. In the coupling, a first-end powering transceiver 10 communicates with one or more second-end powered transceivers 20, 20 (in FIG. 1, only one second-end powered transceiver 20 is illustrated). The first-end powering transceiver 10 is preferably located in a fixed position within the vehicle, such as, but without limitation, on the dashboard of the vehicle, on a door trim, on a cargo trim, on a floor carpet, on a pillar, or on the ceiling of the vehicle. The first-end powering transceiver 10 is connected to the wiring system of the vehicle, from which the first-end powering transceiver 10 is powered. Each second-end powered transceiver 20, 20 is designed to be disposed in a vehicle interior part, such as an overhead console, door trim bezel, or others. That is to say, each second-end powered transceiver 20, 20 is associated to or integrated into a vehicle interior part. An electronic device 30 is disposed either, attached to, or integrated in the vehicle interior part in which the second-end powered transceiver 20 is disposed, such that the wireless coupling device enables the vehicle to communicate with the electronic devices 30 disposed in one or more vehicle interior parts.

[0065] The wireless coupling implements a Near Field Communication (NFC) technology. Data can be exchanged between the first-end powering transceiver 10 and the one or more second-end powered transceivers 20, 20 via the RF signal.

[0066] FIG. 2 shows in detail a portion of the first-end powering transceiver 10 with a certain first-end impedance Z.sub.1 when working at the transmission frequency. The first-end powering transceiver 10 comprises: connection means 12 for electrically connect to a wiring system of the vehicle; a first-end ECU 11, a first-end RF transceiving means 14, a first-end EMC filter 16 and a first-end antenna 102 showing a theoretical first-end antenna impedance Z.sub.1ta at the transmission frequency. The first-end RF transceiving means 14 contains transmitter and receiver circuitries configured to perform the operations associated to the generation and handle of radio transmit signals and radio receive signals, respectively. Examples of such operations are demodulation and filtering of receive signal and modulation and generation of transmit signal.

[0067] The second-end powered transceiver 20 is configured to operate within a range of radio frequency of the RF signal emitted by the first-end antenna 102 of the first-end powering transceiver 10. The second-end powered transceiver 20 shows certain second-end impedance Z.sub.2 when working at the transmission frequency. The second-end powered transceiver 20 comprises second-end RF transceiving means 24 and a second-end antenna 202 with a theoretical second-end antenna impedance Z.sub.2ta at the transmission frequency.

[0068] The second-end powered transceiver 20 is powered by the RF signal emitted by the first-end antenna 102.

[0069] The general operation of the wireless coupling is as follows: the first-end RF transceiving means 14 of the first-end powering transceiver 10 generates and modules in frequency a signal and provides the modulated signal to the first-end antenna 102, which creates an electromagnetic field when it receives the modulated signal. In turn, when the interior part is properly placed in the vehicle at its working position, consequently the second-end antenna 202 is in the electromagnetic field generated by the first-end antenna 102, and additionally to this, the second-end powered transceiver 20 is working within the range of operation of the first-end powering transceiver 10, the second-end powered transceiver 20 receives energy/power emitted by the first-end powering transceiver 10, enabling this way the feeding of the electronic devices 30 connected thereto. Data transmission between both ends is also enabled.

[0070] In order for the wireless coupling device to perform correctly, the second-end powered transceiver 20 must be situated within the range of the radio frequency field emitted by the first-end antenna 102 of the first-end powering transceiver 10.

[0071] Besides the first-end impedance Z1 of the first-end powering transceiver 10 must be the same as the second-end impedance Z2 of the second-end powering transceiving order for the energy not to be reflected, nor dissipated. In other words, the energy transmission efficiency from the first-end RF transceiving means 14 to the second-end antenna 202 of the second-end powered transceiver 20 is determined by the principle of impedances equality. The problem is that some factors may cause an impedance and/or frequency mismatch, which affects either, the efficiency of the transmission of power from the first-end powering transceiver 10 to the second-end powered transceiver 20, and the quality of the signals emitted and received by both transceivers. Among others, these factors can be, the relative position between the first-end powering transceiver 10 and the one or more second-end powered transceivers 20, 20 mainly the distance between them, the metallic environment in the vehicle surrounding the fist-end antenna 102 and the second-end antenna 202, the environmental conditions, the ageing of the components, the variations in design, materials, and requirements of either, the different kinds of inner part, and the different vehicle models. Thus to achieve a good level of quality of signal and power, ad-hoc first-end powering transceivers 10, and ad-hoc second-end powered transceivers 20,20 must be designed for every combination of vehicle model and vehicle interior part, what impedes the standardization of this kind of coupling devices.

[0072] In order to cope with this problem, the wireless coupling of the disclosure comprises a matching circuit 15 for compensating potential impedance and frequency mismatches. In other words, for matching the impedance and resonant frequency of both ends. This allows the use of the same first-end powering transceiver 10 and second-end powered transceiver 20 for different interior parts and vehicle models. The impedance matching circuit 15 may be comprised either in the first-end powering transceiver 10 or in the second-end powered transceiver 20. Thus, it is possible to choose in which transceiver incorporate the matching circuit 15 and design the other transceiver as a standard circuit, adjusting the impedances of both ends with a simple impedance matching circuit 15. For example if the impedance matching circuit 15 is incorporated in the first-end powering transceiver 10 it is possible to standardize the circuits of the second-end powered transceivers 20, 20 incorporated in the different vehicle interior parts. Even when the transceiver is incorporating the matching circuit 15, only a small part, corresponding to the matching circuit, must be ad-hoc designed for each combination of coupling between a specific interior part and a specific vehicle model, or for a specific application, whilst the rest of the circuit keeps standard.

[0073] The matching circuit 15 has an impedance Zc. The matching circuit 15 is disposed to compensate any deviation from the theoretical first-end antenna impedance Z.sub.1ta, or from the theoretical second-end antenna impedance Z.sub.2ta, due to real working conditions. This first-end antenna 102 or second-end antenna 202 are manufactured with a first-end antenna design impedance Z.sub.1da, or a second-end antenna design impedance Z.sub.2da, more inductive than the corresponding theoretical impedance Z.sub.1ta of the first-end antenna 102 or of the theoretical impedance Z.sub.2ta of the second-end antenna 202. The combination of the design impedance Z.sub.1da of the first-end antenna 102 or of the design impedance Z.sub.2da of the second-end antenna 202, and the impedance Zc of the matching circuit 15 matches the theoretical first-end antenna impedance Z.sub.1ta or the theoretical second-end antenna impedance Z.sub.2ta.

[0074] The matching circuit 15 is advantageously implemented by means of capacitive components, avoiding any use of inductive ones. When the matching circuit 15 is comprised in the first-end powering transceiver 10 the first-end antenna 102 is manufactured to have a design impedance Z.sub.1da more inductive than the theoretical impedance Z.sub.1ta of the first-end antenna 102 and when the matching circuit 15 is comprised in the second-end powered transceiver 20 the second-end antenna 202 is manufactured to have a design impedance Z.sub.2da more inductive than the theoretical impedance Z.sub.2ta of the second-end antenna 102. In some embodiments of the disclosure, the matching circuit 15 is made of at least one capacitive component.

[0075] In preferred embodiments, as shown in FIG. 2, the matching circuit 15 is implemented at the first-end powering transceiver 10.

[0076] FIG. 4 shows a scheme of the equivalent circuit in terms of impedance of the first-end powering transceiver 10 of FIG. 1, in which the first-end RF transceiving means 14 has been modeled as a voltage source and a C-R group (C.sub.input, R.sub.input, in parallel), the first-end antenna 102 has been modeled as a R-L group (Ra, La, in series). A matching circuit 15, modeled as a R-C group (Cs, Cs, Cp and Rp) has been implemented between the first-end RF transceiving means 14 and the first-end antenna 102.

[0077] In some embodiments of the disclosure the vehicle interior part is detachable by the user, for example, allowing its replacement with other similar interior parts with other functionalities or electronic devices 30, according to the user preferences and configurations, and can be placed as well in different positions inside the vehicle or even used outside the vehicle. The vehicle interior part in which the second-end powered transceiver 20 is disposed may comprise one or more electronic devices 30 (sensors, actuators, batteries, displays, tablets or others).

[0078] In some embodiments, the first-end powering transceiver 10 is larger than the second-end powered transceiver 20, in such a way that it allows different relative working positions for the vehicle interior part in the vehicle. In those cases, the first-end powering transceiver 10 can advantageously include a combination of several first-end antennas 1021, 1022, 1023, 1024 as shown in FIGS. 7a and 7b.

[0079] Turning back to FIG. 1, the electronic device 30 disposed in the vehicle interior part and connected to the second-end powered transceiver 20 is powered from the RF signal emitted by the first-end powering transceiver 10, at the time that it exchanges some data with the vehicle (CPU).

[0080] The first-end powering transceiver 10 may transmit data and/or instructions from the vehicle to the electronic device 30 of the vehicle interior part through the second-end powered transceiver 20 to which the electronic device 30 is connected.

[0081] The second-end powered transceiver 20 may transmit data and/or instructions from the electronic device 30 of the vehicle interior part to the vehicle (through the first-end powering transceiver 10, which receives the data and/or instructions from the second-end powered transceiver 20).

[0082] The first-end powering transceiver 10 and the second-end powered transceiver 20 may be configured to exchange data and/or instructions in a bidirectional way.

[0083] In preferred embodiments, the Near Field Communication (NFC) technology is a RFID technology, operable in the frequency band of 13.56 MHz.

[0084] The first-end powering transceiver 10 may passively detect and identify the second-end powered transceiver 20 as a RFID tag once both transceivers are coupled each other, that is, when the second-end antenna 202 is working within the radio frequency range of the RF signal, and within the scope of the electromagnetic field generated by the first-end antenna 102. This way, it is possible to detect when the interior part is coupled, which interior part is coupled, and even in which position the interior part is coupled.

[0085] The second-end powered transceiver 20 can comprise a memory 40 configured to store data associated to the second-end powered transceiver 20 and/or data associated to the electronic device 30 disposed in the vehicle interior part to which the second-end powered transceiver 20 is attachable. This data can be, for example, a code or identifier ID, or a set of configuration data according to the user preferences, of the electronic device 30 attached to the second-end powered transceiver 20. This data can be used, for example, by the first-end powering transceiver 10 to know with which second-end powered transceiver 20 it is communicating or which configuration for a specific application should be used according to the user preferences. The memory 40 may be used by any application implemented in either, the second-end powered transceiver 20, for example in the second-end ECU, or the first-end powering transceiver 10, in order to perform internal operations requiring, for example, the temporal storing data received by a sensor, or sending data to the first-end powering transceiver 10. Depending of the kind of memory 40 chosen, this memory 40 may be as well powered from the power of the RF signal emitted by the first-end antenna 102 of the first-end powering transceiver 10.

[0086] The second-end powered transceiver 20 may comprise energy storing means, for example a battery 50, configured to be rechargeable from power of the RF signal emitted by the first-end antenna 102 of the first-end powering transceiver 10. The stored energy may be used to power the electronic devices 30 connected to the second-end powered transceiver 20, when the interior part is not attached to the vehicle, and then the second-end powered transceiver 20 is out of the operation range of the first-end powering transceiver 10. While the second-end powered transceiver 20 is within the operation range of the first-end powering transceiver 10, and therefore the wireless coupling is in operation, the energy storing means collects from the first-end powering transceiver 10 as much energy/power as possible. Similarly, when the second-end powered transceiver 20 is not in the operation range of the first-end powering transceiver 10, the electronic devices 30 connected to the second-end powered transceiver 20 use the energy previously stored in the energy storing means. Memory 40 can also obtain the power it needs from the energy storing means.

[0087] In embodiments of the disclosure, the first-end antenna 102 and the second-end antenna 202 are respectively implemented by means of a loop. It has been observed that the antenna geometry that generates the largest electromagnetic field, and therefore is capable of transmitting energy at a greater distance, is the loop geometry. FIG. 3 shows a possible implementation of an antenna loop, suitable for both the first-end antenna 102 and the second-end antenna 202.

[0088] As shown in FIGS. 8a-8c, in some embodiments, when metal parts 17 are close to, or surrounding the wireless coupling, in order to prevent too much dispersion of the electromagnetic field generated by the first-end powering transceiver 10 (see FIG. 8b), a ferrite 13 can be advantageously disposed close to the first-end antenna 102, improving this way, its global efficiency, that is, the signal quality and the amount of power transmitted from the first-end powering transceiver 10, to the second-end powered transceiver 20. The ferrite has the effect of confining the electromagnetic field emitted by the first-end powering transceiver towards the second-end antenna of the second-end powered transceiver (see FIG. 8c).

[0089] The electronic device 30 comprised in the vehicle interior part and connected to the second-end powered transceiver 20 may be, for example, a sensor, such as a pressure sensor, a temperature sensor, a presence sensor, an actuator, such as a push button or a tactile actuator, a lighting or signaling component, a display, a tablet, etc. For example, a light console may have for example two push buttons, which are electronic devices 30 connected to a second-end powered transceiver 20. This way, the status of the light console (on/off) may be registered (stored) in the memory 40 of the second-end powered transceiver 20, because the status of the light console is determined by the push buttons, for example, pressed or released. So that, the status of the light console is one of the specific data that the second-end powered transceiver 20 may send via a RF signal emitted in this case by the second-end antenna 202 to the first-end antenna 102 associated to the first-end powering transceiver 10. The light console may have also a battery 50. The battery 50 may be another electronic device 30 connected to a second-end powered transceiver 20. The battery 50 of the light console may also be rechargeable by part of the power received by the second-end powered transceiver 20 from the first-end powering transceiver 10. Because the battery 50 is connected to the second-end powered transceiver 20, the status of the battery 50 or a level of charge (for example represented by several bits) is registered (stored) in the memory 40 of the second-end powered transceiver 20. So that, the status or level of the battery 50 is another specific data that the second-end powered transceiver 20 may send via the RF signal to the first-end powering transceiver 10, for example, when the first-end powering transceiver 10 interrogates the second-end powered transceiver 20.

[0090] The wireless coupling of this disclosure is designed to be installed in the vehicle interior. The vehicle may comprise several vehicle interior parts. At least one of the vehicle interior part comprises an electronic device 30. The first-end powering transceiver 10 of the wireless coupling device is located in a fixed position within the vehicle, while the second-end powered transceiver 20 of the wireless coupling device is attached to the vehicle interior part.