BASE CONTROL MODULE FOR VEHICLES

Abstract

A base control module for vehicles comprises, a controller which includes a housing, a programmable processor, on-board memory, and a plurality of inputs and outputs. The module also comprises, a set of pluggable module interfaces each comprising a standardized connector for any of a plurality of interchangeable pluggable modules, with each pluggable module having a different functionality, and each connector having a plurality of pins. A standardized communication protocol is provided between the base control module and any of the pluggable modules. Adaptable software on the base control module that can assign different configurations for the pins of the connector dependent upon the functionality of the pluggable module for those pins. The same base control module and set of pluggable module interfaces can be used for different pluggable modules.

Claims

1. A base control module for vehicles comprising: a. a controller including i. a housing; ii. a programmable processor; iii. on-board memory; and iv. a plurality of inputs and outputs; b. further comprising; i. a set of pluggable module interfaces each comprising a standardized connector for any of a plurality of interchangeable pluggable modules, each pluggable module having a different functionality, each connector having a plurality of pins; ii. a standardized communication protocol between the base controller and any of the pluggable modules; iii. adaptable software that can assign different configurations for the pins of the connector dependent upon the functionality of the pluggable module for those pins; c. so that the same controller and set of pluggable module interfaces can be used for different pluggable modules.

2. The base control module of claim 1 wherein the vehicle comprises one of: a. on-road vehicle; or b. off-road vehicle.

3. The base control module of claim 1 further comprising an intelligent controller that implements: i. a controller logic; and ii. basic I/O interfaces.

4. The base control module of claim 3 wherein the basic I/O interfaces comprise one or more of: a. Keypad interfaces to support legacy keypads; and b. A pluggable proximity interface for proximity sensing.

5. The base control module of claim 3 further comprising one or more of: a. an LF antenna management component; and b. a PKE/immobilizer transponder.

6. The base control module of claim 1 wherein the pluggable module interface comprises: a. I/O lines that function with SPI or UART protocol; b. All pins are made common; c. Interface protocol is made common.

7. The base control module of claim 1 wherein the pluggable module comprises: a. Board to board connectors b. Connectors rated for multiple insertions and removals.

8. The base control module of claim 7 wherein the board to board connectors comprise: a. MX34R; or b. Similar.

9. The base control module of claim 1 in combination with one or more pluggable modules.

10. The combination of claim 9 wherein the pluggable modules are selected from: a. PKE; b. RKE; c. NFC d. Bluetooth, e. Fob management; and f. GSM/GPS.

11. A system for highly adaptable functionality with a base control module operatively installed in a vehicle comprising: a. a controller having: i. a programmable intelligent controller and controller logic; ii. a plurality of basic I/O interfaces; and iii. at least one pluggable module interface comprising: 1. a standardized connector with a plurality of pins: b. at least one pluggable module having a functionality and comprising: i. board-to-board connectors rated for multiple insertions and removals; c. a standardized communication protocol between the base control module and any said pluggable module.

12. The system of claim 11 wherein the vehicle comprises one of: a. on-road vehicle; or b. off-road vehicle.

13. The system of claim 11 wherein the functionality of the pluggable module comprises one of: a. PKE; b. RKE; c. NFC d. Bluetooth, e. Fob management; and f. GSM/GPS.

14. The system of claim 11 further comprising a plurality of pluggable module interfaces on the base control module.

15. The system of claim 14 wherein each of the plurality of pluggable module interfaces is adaptable by programming to interface with a variety of pluggable modules.

16. A method of operating an on-road or off-road vehicle comprising: a. operatively installing a base controller in the vehicle; b. adding a plurality of pluggable module interfaces to the base controller, each pluggable module interface adaptable to: i. receive an interchangeable pluggable module having one or a variety of functionalities.

17. The method of claim 16 wherein the pluggable module interfaces having a plurality of pins in a connector, and the pins comprise: a. I/O lines that function with SPI or UART protocol; b. All pins are made common; c. Interface protocol is made common.

18. The method of claim 16 wherein the I/O lines function with SPI or UART protocol.

19. The method of claim 16 wherein the pluggable modules comprise: a. Board-to-board connectors.

20. The method of claim 16 wherein the pluggable modules support: a. PKE; b. RKE; c. NFC d. Bluetooth, e. Fob management; and f. GSM/GPS.

21. The method of claim 16 wherein the use of two or more base controllers provide multiple zones with sufficient resolution to determine if an authorized fob is located, and in which specific area of a given zone and based on that detection point will determine what door locking/unlocking access is available.

22. The method of claim 16 further comprising expanding the controller functionality with the addition of a daughterboard, and providing electronic control over zones around the vehicle.

23. The method of claim 22 wherein the zones comprise an operator door zone and a cargo/baggage door zone.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0029] FIG. 1 is a pictorial representation of an example of a vehicle equipped with the door handle control module of the present invention.

[0030] FIG. 2 is a block diagram illustrating one embodiment of the base control module for the vehicle entry system controller of the present invention.

[0031] FIG. 3A is a block diagram illustrating one embodiment of the base control module and pluggable modules.

[0032] FIG. 3B is connector and interface legend of the present invention.

[0033] FIG. 4 is a block diagram illustrating one embodiment of the pluggable module interface (PMI).

[0034] FIG. 5 is a block diagram illustrating one embodiment of the base control module operational flow.

[0035] FIG. 6 is a block diagram illustrating one embodiment of the base controller firmware architecture.

[0036] FIG. 7A-B is a block diagram illustrating PKE for access and immobilization control overview.

[0037] FIG. 8 is a block diagram illustrating system design considerations.

[0038] FIG. 9 is a block diagram illustrating one embodiment a multi-channel passive entry system key fob.

[0039] FIG. 10A-B is a block diagram illustrating PKE fob localization/immobilizer function.

[0040] FIG. 11 is a detailed PCB of the base control module.

DETAILED DESCRIPTION OF THE INVENTION

[0041] The present invention provides for a handle assembly with a keyless access system for a vehicle door. Although the term keyless entry system is more commonly used, the term keyless access system is used herein because the present invention provides for vehicle functions beyond merely entry into the vehicle.

[0042] FIG. 1 illustrates one example of a non-automotive vehicle 10. Although a particular non-automotive vehicle 10 is shown, the present invention contemplates numerous types of non-automotive vehicles may be used. The present invention can be used in numerous applications, including vehicles such as semi-truck tractors, ambulances, construction equipment, military, and other types of vehicles. These vehicles may be on-road, off-road or both.

[0043] FIG. 2 illustrates a block diagram of the preferred embodiment of the base control module (BCM) 12 internal components of the present invention. These components are aligned to the basic functionality of a passive keyless entry/start/security system. The BCM 12 implements vehicle controller logic and accepts basic/complex I/O interfaces along with a plurality of connectors 28A-D for pluggable modules. The pluggable module connectors (PMC) 28A-D utilize a standard MX34R or similar connector. A controller 13 is a microcontroller with memory and loaded software. This software can be altered with various techniques, either at the manufacturer of the electronics, the installer such as, systems integrator/OEM of the electronics, or at the end customer location via a connected service/programming tool. A low frequency (LF) antennae management device 20 manages communication between the controller 13 and a low frequency (LF) antennae 22. A relay connector 26 provides relay(s) 24 output to control connected devices, such as motors, solenoids, lighting, etc. A level translator 32 converts keypad inputs for communication with the controller 13.

[0044] Basic I/O interfaces utilized by the BCM 12 include the following: passive keyless entry (PKE)/immobilizer transponder 14, a Controller Area Network (CAN) 16, low current outputs, pluggable module connectors 28A-D utilizing either a universal asynchronous receiver/transmitter (UART) device or serial peripheral interface (SPI) bus which allow for assignable I/O, a proximity sensor interface, and keypad interface.

[0045] FIG. 3A illustrates a block diagram of the base controller module 12 with peripheral components of the module. These elements provide the areas of pluggable hardware adaptations and connectivity of the system to other devices of the vehicle/equipment. A keypad 46 interfaces with the keypad connector 34 to support legacy keypad products. A proximity sensor 44 interfaces with the proximity sensor connector 30 for capacitive or switch-based proximity sensing. Pluggable modules may include remote keyless entry (RKE) 42, near field communication (NFC) 40, Bluetooth 38, Wi-Fi (not shown), etc., for added functionality. LF Antennae management 22 which is required for a passive entry/passive keyless pushbutton start system is implemented on the base controller. IMM Xpnder (PKE/Immobilizer Transponder) functions which are required for access and immobilization are also implemented on the base controller through interface 14. A proximity sensor 36 for wake up is also implemented. FIG. 3B illustrates a connector and interface legend 88 for reference.

[0046] FIG. 4 illustrates an interconnect I/O between the base controller module (BCM) 12 and the pluggable module interface (PMI). A module presence input line 48 indicates whether a module is present or not. A module selects output line 50 allows the base controller module (BCM) 12 to select a module for communication, e.g. SPI. A module alert input line 52 is an interrupt line from the pluggable module to the base controller for requesting attention. Primarily, this is an interrupt line that wakes up the base controller. SPI/UART pins line 54 allows bi-directional communication with the pluggable module. Depending on requirements, not all pluggable modules need to be smart and require SPI/UART communications. Additional I/O pins can be used to support simple functions. Module capability can be indicated on one of the pins or can be configured on the base module as part of factory setup. Additional I/O pins line 56 allow for this functionality.

[0047] The pluggable modules (PM) will implement user interface technologies such as RKE, NFC, Bluetooth, Wi-Fi, and fob management will be implemented via these pluggable modules. The pluggable modules can also be used to extend functionality in the future. GSM/GPS modules can be incorporated in addition to RKE for remote connectivity, driver behavior monitoring, firmware upgrades, etc. The pluggable modules will have board to board connectors such as MX34R or similar connectors. The pluggable modules are expected to be inserted into the system once and very infrequently replaced. Therefore, the connectors are typically rated for 50 plus insertions and removals. The basic protocol between the pluggable module and the base controller will be standardized. Thus, all pins will be made common and the software interface protocol will be common.

[0048] FIG. 5 is a block diagram illustrating one embodiment of the base control module operational flow: Step 1, the base controller module 12 enumerates the pluggable modules 38, 40, 42, or 43 either on startup or when they are inserted into the controller module 12. Step 2, the controller module 12 then goes to sleep waiting for some activity from any of the pluggable modules 38, 40, 42, or 43. Step 3, on alert from a pluggable module, the base control module BCM 12 wakes up, performs required tasks, and then goes back to sleep. The pluggable modules are expected to be asleep most of the time waiting for a trigger from a user. The pluggable modules 38, 40, 42, or 43 will implement basic interactions before alerting the base control module 12 for operations, for example, if or when RKE 42 presents credentials to fob 98, RKE 42 can perform operations before alerting the base control module 12. The base control module 12 will perform any handoff from one module to another, for example, if NFC 40 is used for proximity detection and then Bluetooth 38 for authentication, the handoff between the NFC module 40 and the BT module 38 will be handled by the base control module 12.

[0049] FIG. 6 is a block diagram illustrating one embodiment of the base controller firmware architecture 58. The firmware architecture 58 is assigned to an application 60. An access API 62 utilizes a set of clearly defined methods of communication between keypad drivers 64, RKE drivers 66 and application 60. A PS API 68 utilizes a set of clearly defined methods of communication between an IMM driver 70, a localization driver 72 and the application 60. An I/O API 74 utilizes a set of clearly defined methods of communication between a relay driver 76, I/O drivers 78 and application 60. A communication (CAN) stack 80 utilizes a set of clearly defined methods of communication between CAN drivers 82 and the application 60.

[0050] FIG. 7A-B is a block diagram illustrating PKE for access and immobilization control overview and theory of operation. A vehicle 90 has components (FIG. 7A), comprising a proximity sensor 44, a 2-way LF for immobilizer functions 14, a UHF receiver 92, a UHF transmitter 94, and a 3D LF initiator 96, which all interface with the controller 13. A fob 98 has components (FIG. 7B), comprising a UHF transmitter 100, a UHF receiver 102, a 3D LF receiver 106, and an immobilizer transponder 108 which all interface with a controller 104. The controller 104 is similar in operation to controller 13. When a person approaches the vehicle 90, the vehicle's proximity sensor(s) 44 will sense when the person approaching places their hand on or close to the capacitive sensor. The sensors 44 may be mounted on handles or other locations on the vehicle 90. The base control module 12 will turn on the 3D LF initiator 96 and wait for an authorized fob to respond. The 3D LF receiver 106 of the fob 98 is energized by the 3D LF initiator 96 of the vehicle 90. The fob 98 will present the vehicle 90 with authorization information via the UHF transmitter 100. The vehicle 90 receives the fob 98 authorization information via the UHF receiver 92. The vehicle 90 authorizes the fob 98 and allows entry into the vehicle. The vehicle 90 localizes the fob 98 inside the car and enables passive keyless pushbutton start, or remote start.

[0051] A key aspect of passive entry system (PES) is proximity sensing. A PES needs to unlock the door locks as the user operates the exterior door handle. Proximity sensing can be achieved by variety of means such as, capacitive sensors located in and around door handles or the vehicle body and/or an infrared sensor below or around the door handle. One example of such a capacitive sensing handle assembly is described in Applicant's co-pending application filed on Mar. 6, 2017 (Ser. No. 15/450,997) and entitled Power Locking Door Handle with Capacitive Sensing, which is incorporated herein by reference.

[0052] LF Antennae placement determines the area around which passive entry is sensed. The simplest scenario is to place antennae around the door. If PES needs to be enabled across the entire vehicle, then the LF antennae needs to be placed around the entire vehicle. Similarly, antennae placement inside the vehicle determines how the fob will be localized to allow passive keyless pushbutton start. It is common to require multiple antennae inside the vehicle to provide appropriate coverage.

[0053] Security is an important aspect for PES systems. Authentication model between the fob and the vehicle can be unidirectional, as shown in FIG. 8, or bi-directional, as shown in FIG. 7A-B. In a unidirectional model, the vehicle 90 authenticates the fob 98. The fob 98 has a RF Transmitter, and the vehicle has a RF receiver. In bi-directional model, the vehicle and the fob authenticate each other using a proprietary handshake. This requires both the fob and controller to have a transceiver, increasing the overall costs as well as current consumption.

[0054] A passive entry/passive keyless pushbutton start (PEPS) system block diagram 96 is illustrated in FIG. 9. The system utilizes an integrated microcontroller 110, an RF transmitter/antenna 112, and a 3D low frequency receiver antennae array 113 comprised of a Z-coil 114, a Y-coil 116, and a X-coil 118. The RF transmitter 112 is a fully integrated fractional-N PLL, VCO and loop filter covering 315 MHz and 433 MHz (software programmable) and supports ASK and FSK modulation with data rate up to 40 Kbit/s (Manchester). The PEPS system 109 further utilizes a contactless transponder with open source immobilizer stack which will support unidirectional authentication.

[0055] FIG. 10A-B is a block diagram illustrating PKE fob localization/immobilizer function. The vehicle 90 uses a trigger to turn on the initiator. The trigger could be capacitive sensing module(s) on the door handles, trunk, hood, etc. An infrared sensor may be integrated into or on the door handle. Further, the vehicle 90 transmitter unit 91 generates a low frequency signal which LF antennae 22 broadcasts and thus energizes the key fob 98. The key fob 98 authenticates the trigger message and responds via the RF-UHF 102 uplink to the vehicle 90. In one-way models, LF link is used to wake up as well as send messages to the fob. In two-way models, LF is used only for wakeup of the fob, and the RF link is used for all other communications.

[0056] Passive entry requires sensing of a key fob. Passive keyless pushbutton start requires localization of the key fob. To implement passive keyless pushbutton start, the location of the key fob 98 needs to be determined. The fob 98 must be located inside the vehicle 90 to allow passive keyless pushbutton start. The fob 98 can be localized by determining which LF antennae the fob responds to a ping from within the vehicle 90. The LF antennae 22 needs to be placed at possible places where the key fob can be placed, such as the dashboard, within cup holders, seats. etc. Radio strengths across 3-axis low frequency AFE 120 are measured to triangulate the fob 98 location. The immobilizer function is typically implemented with a different transponder. The immobilizer function further authenticates the key fob and exchanges keys with standard or proprietary encryption to determine whether to allow electronic control unit (ECU) to start the vehicle.

[0057] FIG. 11 illustrates details of a PCB 124 for the base control module 12. The pluggable port 28A is utilized for the key fob 98 functions. The LF initiator module 84 handles LF and RF wireless communications, such as a 125 KHz frequency band for LF frequencies, and a 433 MHz frequency band for the RF. An alternative embodiment of the base control module 12 utilizes additional pluggable ports 28B-D which expand functions for Bluetooth, Wi-Fi, and NFC communications, thus allowing 2-way communications. Further possible configurations 86 can utilize two module ports, such as 28A-B or 28C-D, by adding an additional daughter board allowing for greater functionality and security. This provides additional inputs and outputs as well as additional features such as Bluetooth and Wi-Fi. With the mother/daughter board configuration, the mother board will maintain control when it comes to fob detection.

[0058] A further embodiment implements a multi-zone controller system which utilizes at least two controllers in a zone 1 and a zone 2 configuration. All controllers will be communicating on the same system CAN bus and will act independently from each other in most instances. Primary features of the system are: (1) Fob detection with sufficient resolution to be able to distinguish between inside a vehicle personnel compartment and external to the driver/passenger entrance door; (2) All controllers will perform independent scans, (Zone 1, Zone 2) as programming requires to determine if an authorized fob is located, and in which specific area of a given zone and based on that detection point will determine what door locking/unlocking access is available; (3) An auto-locking feature could engage and secure all doors of the vehicle if a fob fails to respond to polling, either because the fob is not authorized or fob is not within range. The system could then auto-lock all doors.

[0059] The invention has been shown and described above with the preferred embodiments, and it is understood that many modifications, substitutions, and additions may be made which are within the intended spirit and scope of the invention. From the foregoing, it can be seen that the present invention accomplishes at least all of its stated objectives.