(19) United States
`(12) Patent Application Publication (10) Pub. No.: US 2010/0171642 A1
`Hassan et al.
`(43) Pub. Date:
`Jul. 8, 2010
`
`US 20l0017l642Al
`
`(54)
`
`MOBILE CONTROL NODE SYSTEM AND
`METHOD FOR VEHICLES
`
`(76)
`
`Inventors:
`
`Hasib Hassan, Belleville, MI (US);
`Devendra Bajpai, Bloomfield
`Hills, MI (US); Uri Levy, Toronto
`(CA)
`
`Correspondence Address:
`MAGNA INTERNATIONAL, INC.
`337 MAGNA DRIVE
`AURORA, ON L4G-7K1 (CA)
`
`(21)
`
`Appl. No.:
`
`12/664,110
`
`(22)
`
`PCT Filed:
`
`Jun. 19, 2008
`
`PCT No.:
`
`(86)
`
`PCT/CA2008/001174
`
`§ 371 (C)(1),
`(2), (4) Date:
`
`Dec. 11, 2009
`
`Related U.S. Application Data
`
`(60)
`
`Provisional application No. 60/944,917, filed on Jun.
`19, 2007, provisional application No. 60/992,134,
`filed on Dec. 4, 2007, provisional application No.
`
`150
`
`Immobilizer
`Key
`
`60/983,414, filed on Oct. 29, 2007, provisional appli-
`cation No. 60/983,403, filed on Oct. 29, 2007.
`Publication Classification
`
`(51)
`
`Int. C1.
`(2006.01)
`G08G 1/123
`(52) U.S. C1. ...................................................... .. 340/992
`
`(57)
`
`ABSTRACT
`
`In a mobile control node system and method for a vehicle
`(630), the mobile control node (624) can interact, via a bi-
`directional radio link (642), with a transceiver processor unit
`(628) in the vehicle. The transceiver processor unit (628) is
`connected to a vehicle control system (120) and allows the
`mobile control node (624) to function as an input and output
`node on a vehicle control network (632), allowing remote
`control of the vehicle and providing functions such as remote
`or passive keyless entry. Additionally, the system provides a
`vehicle location function wherein the range and bearing
`between the mobile control node (624) and the vehicle (630)
`can he determined and displayed on the mobile control node
`(624). The range and hearing are calculated by determining
`the range between the mobile control node (624) and vehicle
`(630), preferably using a time of flight methodology, and by
`processing the travel distance of the mobile control node and
`compass data in order to triangulate the position ofthe vehicle
`(630) relative to the mobile control node (624).
`
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`MOBILE CONTROL NODE SYSTEM AND
`METHOD FOR VEHICLES
`
`CROSS-REFERENCE TO RELATED
`APPLICATIONS
`
`[0001] This application claims the benefit of each of the
`following provisional patent applications: U.S. 60/944,917
`filed Jun. 19, 2007, entitled Remote Starter System for
`Vehicle; U.S. 60/983,403 filed Oct. 29,2007, entitledVehicle
`Location Finder; U.S. 60/983,414 filed Oct. 29, 2007, entitled
`Multiple Vehicle Control; and U.S. 60/992,134 filed Dec. 4,
`2007, entitled Mobile Control Node System And Method For
`Vehicles. The disclosures of each of the foregoing applica-
`tions are incorporated herein by reference in their entirety.
`
`FIELD OF INVENTION
`
`[0002] The invention generally relates to wireless networks
`for use with vehicles, and more particularly the remote con-
`trol of vehicle functions via a mobile control node such as a
`
`key fob or other mobile device.
`
`BACKGROUND OF INVENTION
`
`[0003] Many modern vehicles are equipped with key fobs
`that communicate, via radio, with a receiver in the vehicle to
`provide services such as remote keyless entry (RKE), remote
`starting, security and immobilizer functions, etc. Additional
`systems in the vehicle, such as tire pressure monitoring sys-
`tems (TPMS) and passive keyless entry (PKE) may also use
`radio communications between transmitters and a receiver in
`the vehicle. It is not uncommon to have four or more radio
`
`transceivers, typically employing different frequencies ad/or
`modulations, employed in modem vehicles to provide the
`variety of desired control functions. As will be apparent to
`those of skill in the art, the replication of radio transceivers
`increases the costs ofmanufacturing the vehicle while still not
`providing for some ofthe functionality that may otherwise be
`desired.
`
`[0004] One example of a generally unavailable functional-
`ity is a vehicle locator service which provides an indication of
`at least the range and bearing ofthe vehicle relative to the key
`fob held by a user. Another example of a generally unavail-
`able functionality is a key fob which can interact with and/or
`control more than one vehicle, and/or control or interact with
`other controllers in an expanded wireless area network.
`
`SUMMARY OF INVENTION
`
`[0005] A first aspect of the invention relates to a wireless
`communication system for a vehicle in which data for a
`variety of vehicular subsystems or functions are wirelessly
`communicated to a vehicle control system via a common
`communication protocol, thereby minimizing costs.
`[0006] According to this aspect of the invention, a wireless
`communications system is provided for a vehicle which
`includes a transceiver processor unit (TPU) for mounting in
`the vehicle and a mobile control node such as a key fob, cell
`phone or other mobile device. The ITU includes: a first radio
`transceiver employing a single communication protocol to
`perform hi-directional data communications with at least two
`functional subsystems in the vehicle; a first processor con-
`nected to a vehicle control system and operable to receive and
`transmit data through the transceiver. The mobile control
`node includes: a second radio transceiver operable to perform
`bi-direction data communication with at least the TPU; a
`
`second processor operable to receive and transmit data
`through the second transceiver, and a user interface operable
`to receive input from a user to cause the processor to transmit,
`via the second transceiver and the first transceiver, a com-
`mand to the vehicle control system.
`[0007]
`Preferably, the two functional subsystems in the
`vehicle include at least one of a passive keyless entry system
`and a remote keyless entry system, and at least one of a tire
`pressure monitoring system and a remote starter system.
`[0008] The preferred protocol is based on the IEEE 802.15.
`4/Zigbee standard (the disclosure of which is hereby incor-
`porated herein by reference in its entirety). In the most pre-
`ferred embodiments, a tire pressure monitoring system, an
`immobilizer, and a remote key fob which enables keyless
`entry or passive keyless entry functions, all utilize the pre-
`ferred wireless communication protocol.
`[0009] A second aspect of the invention relates to a vehicle
`locator function wherein a mobile device such as a key fob or
`cell phone having a user interface provides directional infor-
`mation to the user to direct him or her to a vehicle.
`
`[0010] One facet of this aspect of the invention relates to a
`vehicular locating system, which includes: a first data proces-
`sor and transceiver unit (TPU) for mounting in a vehicle; and
`a mobile device that has a second TPU capable of wirelessly
`communicating with the first TPU, as well as a display opera-
`tively connected to the second TPU. The first and second
`TPUs have a means for estimating a range between each
`other. The mobile device further includes a means for deter-
`
`mining the distance the mobile device travels and a compass
`element, each ofwhich is operatively connected to the second
`TPU. As a user moves with the mobile device, at least one of
`the first and second TPUs process range estimates between
`the first and second TPUs and inputs from the mobile device
`travel means and compass element to produce an estimated
`bearing from the mobile device to the vehicle.
`[0011] The mobile device preferably has a display screen
`and outputs a directional bearing on the display screen. If a
`less expensive interface is desired, the mobile device may
`alternatively employ a series of lights such as LEDs which are
`actuated to indicate directional bearing.
`[0012] Another facet of this aspect of the invention relates
`to a method for locating a vehicle. The method includes: (i)
`provisioning the user with a mobile device having a user
`interface; (ii) provisioning the vehicle with a transceiver pro-
`cessor unit (IPU), wherein the mobile device and the TPU
`communicate via a wireless data communication link; (iii)
`periodically estimating the range or distance between the
`TPU and the mobile device as the user moves with respect to
`the vehicle; (iv) calculating a direction between the user and
`vehicle based at least on a change in distance between the
`mobile device and the TPU; and (v) outputting the calculated
`direction to the user through the user interface. Preferably,
`steps (iii) through (v) are repeated on an ongoing basis to
`assist the user to locate the vehicle. Also preferably, step (iii)
`employs a time of flight range estimation modality.
`[0013] A third aspect ofthe invention relates to a method of
`determining a range or distance between two devices that
`wirelessly communicate with one another via a bi-directional
`data link. One device is preferably a mobile device, which
`could be a key fob, cell phone or other such mobile device,
`and the other device is preferably a corresponding transceiver
`processor unit (TPU) installed in the vehicle. The method
`includes: (i) determining a first set of raw range estimates
`from a first ranging modality dependent upon the bi-direc-
`
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`tional data link; (ii) statistically processing the first set of raw
`range estimates, utilizing a Statistical Estimator/Predictor or
`the like, to obtain a first filtered range estimate; (iii) deter-
`mining a second set of raw range estimates from a second
`ranging modality dependent upon the hi-directional data link;
`(iv) statistically processing the second set of raw range esti-
`mates, utilizing a Statistical Estimator/Predictor or the like, to
`obtain a second filtered range estimate; (V) providing each of
`the first filtered range estimate and the second filtered range
`estimate to an appropriate model to obtain a statistically more
`probable range estimate; (vi) providing the statistically more
`probable range estimate to a dynamic Bayesian network to
`produce a high probability range estimate; and (vii) output-
`ting the high probability range estimate as an estimate of the
`range or distance between the wireless devices.
`[0014] A fourth aspect of the invention relates to a wireless
`communication system where the vehicular wireless network
`forms part of a larger network by establishing a wireless
`communication link with a controller associated with fixed
`
`infrastructure, such as with a home security system or a
`garage door or security gate control system.
`[0015] One facet of this aspect of the invention relates to a
`wireless communications system, which includes:
`[0016]
`a first transceiver processor unit (TPU) mounted
`in a vehicle, the TPU being connected to a vehicle con-
`trol system and operative to perform wireless bi-direc-
`tional data communications with at least two functional
`
`subsystems in the vehicle by employing a single desig-
`nated communication protocol including a single modu-
`lation scheme;
`[0017]
`a mobile control node having a second TPU for
`performing bi-directional data communications with at
`least the first TPU via the designated communication
`protocol, and a user interface operable to receive user
`input and transmit, via the wireless communication link
`between the first TPU and second TPU, a command to
`the vehicle control system; and
`[0018]
`a controller installed at a substantially fixed, non-
`vehicular location, wherein the controller includes a
`third TPU for wirelessly bi-directionally communicat-
`ing with the first TPU via the designated communica-
`tions protocol, and wherein the user interface of the
`mobile control node is operable to receive and transmit
`user input, via the wireless communication link between
`the first, second and third TPUs, a command to the
`controller.
`
`[0019] The controller may be a garage door or security gate
`controller, wherein the user input generates a command to
`open or close the door or gate. Preferably, the controller TPU
`and the vehicular TPU are programmed to estimate the range
`therebetween utilizing a time of flight methodology, where-
`upon the controller automatically opens or closes the door or
`gate based on the estimated distance between the vehicle and
`the door or gate.
`[0020] Alternatively, the controller may control a home
`security system. In this case, a vehicular security event
`detected by the vehicle control system can be communicated
`to the home security system. Also, the user input may gener-
`ate a command to arm the home security system.
`[0021] Another facet of this aspect of the invention relates
`to a wireless communications system, which includes:
`[0022]
`a first transceiver processor unit (TPU) mounted
`in a vehicle, the TPU being connected to a vehicle con-
`trol system;
`
`a mobile control node having a second TPU for
`[0023]
`performing bi-directional data communications with at
`least the first TPU via a single designated communica-
`tion protocol including a single modulation scheme, and
`a user interface operable to receive user input and trans-
`mit, via the wireless communication link between the
`first TPU and second TPU, a command to the vehicle
`control system; and
`[0024]
`a controller for a home security network, wherein
`the controller includes a third TPU for wirelessly bi-
`directionally communicating with the first TPU via the
`designated communications protocol;
`[0025] wherein the vehicle TPU is capable of forming a
`wireless network with the home security controller and,
`upon joining the network, the vehicle TPU and home
`security TPU continuously exchange messages to con-
`firm the presence of each other, and wherein an alarm is
`triggered in the event the messages unexpectedly cease,
`[0026] Yet another facet of this aspect of the invention
`relates to a wireless communications system, which includes:
`[0027]
`a first transceiver processor unit (TPU) mounted
`in a vehicle, the TPU being connected to a vehicle con-
`trol system;
`[0028]
`a mobile control node having a second TPU for
`performing bi-directional data communications with at
`least the first TPU via a single designated communica-
`tion protocol including a single modulation scheme, and
`a user interface operable to receive user input and trans-
`mit, via the wireless communication link between the
`first TPU and second TPU, a command to the vehicle
`control system; and
`[0029]
`a controller for a home security network, wherein
`the controller includes a third TPU for wirelessly bi-
`directionally communicating with the first TPU via the
`designated communications protocol;
`[0030] wherein the vehicle TPU and the home security
`controller TPU are programmed to estimate the range
`therebetween utilizing a time of flight methodology, and
`wherein the home security system registers an alarm in
`the event the estimated distance between the vehicle and
`
`unexpectedly increases beyond a threshold distance.
`[0031] And another facet of this aspect of the invention
`relates to a wireless communications system, which includes:
`[0032]
`a first transceiver processor unit (IPU) mounted in
`a vehicle, the TPU being connected to a vehicle control
`system and operative to perform wireless bi-directional
`data communications with at least two functional sub-
`
`systems in the vehicle by employing a single designated
`communication protocol including a single modulation
`scheme;
`[0033]
`a camera mounted in the vehicle that is operative
`to record images under control of the vehicle control
`system;
`[0034]
`a security system installed in the vehicle that is
`operative to communicate a security event to the vehicle
`control system; and
`[0035]
`a mobile control node having a second TPU for
`performing bi-directional data communications with at
`least the first TPU via the designated communication
`protocol, and a user interface operable to receive user
`input and transmit, via the wireless communication link
`between the first TPU and second TPU, a command to
`the vehicle control system;
`
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`the
`[0036] wherein, upon detecting a security event,
`vehicle control system captures one or more images with
`the camera and transmits the one or more images to the
`mobile control node via the wireless communication
`link between the first TPU and second TPU.
`
`[0037] Another aspect ofthe invention relates to a tire pres-
`sure monitoring system (TPMS) for a vehicle. The TPMS
`includes a first data processor and transceiver unit (TPU) for
`mounting at a substantially pre-designated location in the
`vehicle, which location has a substantially different spacing
`from each tire monitored by the system.
`[0038] A sensor unit is disposed in each tire or wheel of the
`vehicle to be monitored. Each sensor unit includes a trans-
`
`ducer for monitoring pressure, a transceiver for wirelessly
`communicating with the TPU, and a data processor opera-
`tively coupled to the transducer and transceiver for sending
`messages to the TPU which include a unique ID of the sensor
`unit and tire pressure data. Means are executed by the TPU
`and each sensor unit for wirelessly estimating the physical
`distance therebetween. The TPU determines the tire position
`of each sensor unit by matching the estimated sensor unit/
`TPU distance against a known tire/TPU distance.
`
`BRIEF DESCRIPTION OF THE DRAWINGS
`
`Preferred embodiments ofthe present invention will
`[0039]
`now be described, by way of example only, with reference to
`the attached Figures, wherein:
`[0040]
`FIG. 1 shows a schematic diagram of a wireless
`communication system in accordance with a preferred
`embodiment;
`[0041]
`FIG. 2 shows a schematic representation of a trans-
`ceiver processor i for use with the system of FIG. 1;
`[0042]
`FIG. 3 shows a schematic representation of a mobile
`control node for use with the system of FIG. 1;
`[0043]
`FIG. 4 shows a schematic representation f the range
`estimation process used with the system of FIG. 1;
`[0044]
`FIG. 5 shows a schematic representation of a step in
`a vehicle location function provided in the system of FIG. 1;
`[0045]
`FIG. 6 shows the geometric analysis used in the
`vehicle location function provided in the system of FIG. 1;
`[0046]
`FIG. 7 shows a schematic representation of the
`structure ofan immobilizer key useful with the system ofFIG.
`1;
`FIG. 8 shows a schematic representation ofa vehicle
`[0047]
`door control subsystem, provided in the system of FIG. 1;
`[0048]
`FIG. 9 illustrates one embodiment of a key fob use-
`ful with the system of FIG. 1;
`[0049]
`FIG. 10 shows another embodiment of a key fob
`used with the system of FIG. 1; and
`[0050]
`FIG. 11 shows a schematic diagram another wire-
`less communication system, which includes a cell phone.
`
`DETAILED DESCRIPTION OF THE INVENTION
`
`In the following discussion a mobile control node in
`[0051]
`accordance with the present invention is generally referred to
`as a “key fob”. While it is contemplated that a mobile control
`node in accordance with the preferred embodiment will, at
`least presently, most commonly be implemented as a key fob,
`the present invention is not so limited and the mobile control
`node can be implemented in a variety of ways including on a
`variety of mobile computing devices or other devices (which
`may not be associated with any keys) such as a cell phone and
`
`hence the term “key fob” is used herein merely as a generic
`tom to describe a mobile control node.
`
`[0052] This application incorporates by reference in its
`entirety United States Patent Application Publication No.
`U.S. 2008/0117079, published May 22, 2008. entitled
`“Remote Starter for Vehicle”. This publication describes,
`inter alis, a key fob system, which allows an operator to
`remotely control numerous vehicle functions and/or receive
`status information about the vehicle for display on a view
`screen incorporated in the key fob.
`[0053] The conventional vehicle utilizes primarily four
`short-range RF based peer-to-peer wireless systems, such as
`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 (315 MHz for US/NA, 433.32
`MHz for Japan and 868 MHz for Europe), whereas the PKE
`system often requires a bidirectional communication at a low
`frequency (125 KHz) between the transponder card/key FOB
`and the receiver module through antennas embedded inside
`the door handles and a unidirectional high frequency com-
`munication from key FOB/transponder card to the receiver
`module. The Immobilizer system also typically uses a low
`frequency bidirectional communication between the key 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 were avoided in the prior art.
`
`System Overview
`
`[0054] The preferred embodiment minimizes cost by
`employing a wireless communication infrastructure for a
`vehicle in which data for some or all of the foregoing sub-
`systems or functions are wirelessly communicated to a single
`vehicle control system interface by utilizing a common com-
`munication protocol having a common carrier frequency and
`modulation scheme. In addition, as a result of the use of a
`common communication protocol, the functionality of the
`vehicle may be extended to seamlessly interact with a variety
`of wireless area networks installed in fixed infrastructure, as
`discussed in greater detail below.
`[0055]
`FIG. 1 shows a wireless vehicular communication
`network 110 relative to a vehicle 630. As its base element, the
`network 110 includes a remote vehicle control (RVC) sub-
`system, alternatively referred to herein as a mobile control
`node system 620. As illustrated, subsystem 620 comprises a
`mobile control node, or key fob, 624 and a base transceiver/
`processor (TP) unit 628 which is installed in the vehicle 630.
`[0056] TP unit 628 is electrically connected to necessary
`vehicle subsystems by a suitable connection 632. Preferably,
`the vehicle 630 in which TP unit 628 is installed includes a
`
`local control bus, such as a CAN Bus (i.e. Controller Area
`Network—ISO 11898/ 11519), which provides access to a
`vehicular control system 120. In this case, connection 632
`preferably includes a bidirectional communication interface
`to the local control bus, in addition to any electrical power
`supply or other necessary connections for operation of TP
`unit 628, as will occur to those of skill in the art.
`[0057]
`In the preferred embodiment, the network 110 and
`TP unit 628 implements the IEEE 802.15.4/Zigbee protocols
`and standard which are incorporated herein, in their entirety,
`
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`by reference. While the invention is not limited to the use of
`the 802.15.4/Zigbee protocols, the low power, low cost ben-
`efits of such a protocol and standard are believed to offer
`numerous benefits. For example, one advantage of the WEE
`802.15.4 standard is that it typically has a communication
`range of 50 meters or thereabouts (about 5 to 500 meters
`depending on the environment and power consumption),
`which is considerably longer than the likes of the BLUE-
`TOOTH® standards (that typically is restricted to a range of
`about 10 meters). In addition, the IEEE 802.15.4 standard
`offers a choice of transmission frequencies. For example, it
`offers 16 charmels in the worldwide, unlicensed, band of
`2405-2480 MHz at data rates of250 kbps. The protocol is also
`optimized for low duty-cycle applications (less than 0.1 per-
`cent), offers low power consumption (allowing battery life
`from months to years), supports multiple topologies (such as
`star, peer-to-peer, mesh and/or cluster topologies and/or the
`like), provides 64 bit addressing, and offers full hand-shaking
`for reliable data transfer. in addition, the preferred 802.15.4/
`Zigbee communication protocol includes collision handling
`and/or avoidance mechanisms, permitting a single carrier
`frequency or frequency band (which is established on initia-
`tion of vehicular wireless network) and a single modulation
`scheme to be employed amongst a variety of devices.
`[0058] Thus, TP unit 628 is operable to establish and/or
`maintain a bidirectional data link 642 with one or more key
`fobs 624, as described in more detail below, utilizing the
`preferred communication protocol. Further, TP unit 628 is
`used to communicate with other wireless devices or sub-
`
`systems in or associated with vehicle 630, utilizing the pre-
`ferred communication protocol. These include a TPMS sub-
`system 140 and/or an immobilizer key 150. The key fobs 624
`provide or support RKE and/or PKE functions. If desired the
`key fobs 624 can also provide an Immobilizer function, and
`function as a remote display for TPMS. The key fobs, with an
`appropriate user interface, can also provide a remote ignition
`start function and a whole host ofother remote vehicle control
`
`or other customer features that are controlled via the key fob
`624. The immobilizer key 150 can be used to provide the
`[0059]
`Immobilizer function instead of key fob 624. The
`immobilizer key 150 can also be used to implement the PKE
`function instead of key fob 624. As such, the immobilizer key
`150 incorporates a wireless transceiver utilizing the preferred
`communication protocol, as discussed in greater detail below.
`The TPMS comprises a number of individual sensor units
`142, each of which incorporate a wireless transceiver utiliz-
`ing the preferred communication protocol, so as to commu-
`nicate with the vehicle control system 120 via the TP unit 628.
`[0060] Collectively, the one or more fobs 624, TPMS sen-
`sor units 142 and immobilizer key 150 are preferably
`arranged in a star topology where the TP unit 628 functions as
`the wireless area network coordinator, but it will be under-
`stood that other topologies may be implemented. For
`instance, the TPMS sensor units 142 may form their own local
`subnetwork, communicating with a central TPMS coordina-
`tor (that may be a sensor unit itself or a discrete device), in
`which case the wireless system as a whole will assume a tree
`topology.
`[0061] The TP unit 628 may also be utilized as either a
`gateway (utilizing a different communication protocol) or
`more preferably as a local coordinator (utilizing the preferred
`Zigbee protocol) within an extended wireless area network
`associated with fixed infrastructure. For instance, FIG. 1
`shows a house 130 which may be associated with one or more
`
`controllers, such as a home security system 160 and/or a
`garage door or security gate system 170, with which the
`vehicle 630 may interact. For instance, the vehicle key fob
`624 may be utilized as an additional garage door or security
`gate actuator. Also, the vehicle 630 may become an object
`monitored by the home security system 160, where an unex-
`pected withdrawal of the vehicle from the home security
`network may trigger an alarm.
`[0062]
`In the preferred embodiment, the TP unit 628 pro-
`vides location awareness in the sense that it is able to estimate
`
`the range or distance between it and another wireless trans-
`ceiver that communicates with the unit 628. This is quite
`advantageous, enabling many functions to be controlled
`based on distance as an input parameter. For instance, the
`distance between the key fob 624 and the vehicle 630 may
`control the unlocking of vehicle doors for PKE. Similarly, in
`an expanded wireless area network, the estimated distance
`between the vehicle 630 and a garage door or security gate
`172 may trigger the door or gate to automatically open, pro-
`vided that other security and safety conditions are met.
`
`Configuration of Base Transceiver Processor
`
`[0063] A presently preferred configuration ofTP unit 628 is
`illustrated schematically in FIG. 2. As illustrated, TP unit 628
`includes at least one antenna 636 which is operatively con-
`nected to a radio transceiver 640. Each antenna 636 is located
`
`at an appropriate location on the vehicle in which TP unit 628
`is installed and can be any suitable antenna structure includ-
`ing dipole, patch or microstrip structures.
`[0064] TP unit 628 further includes a processor unit 644
`which can perform various algorithmic and mathematical
`operations, as discussed below in more detail. While it is
`contemplated that sixteen bit processors, such as an S12XD
`processor, as manufactured by Freescale Semiconductor,
`6501 William Cannon Drive, West, Austin, Tx., USA can be
`employed as processor unit 644, in a present embodiment of
`the invention, processor unit 644 is a thirty two bit processor,
`such as the V850ES/FG3 processor, manufactured by NEC
`Electronics Corporation, Kimagawa, Japan, and it includes
`both a program memory, which can he EPROM or Flash
`memory, and a data storage memory wherein at least some
`portion of the data storage memory is preferably a static
`memory. Processor unit 644 is connected to radio transceiver
`unit 640 to receive and/or transmit data over data link 642 as
`necessary.
`[0065] An I/O interface 648 connects processor unit 644 to
`connection 632 which, as mentioned above, can be a CAN-
`BUS or other controller area network, or can be direct control
`connections to various subsystems in the vehicle in which TP
`unit 628 is installed. 110 interface can be an integrated part in
`processor unit 644, or can be a separate device as needed.
`Processor unit 644 can also be connected to various sensors,
`either directly (as shown in FIG. 2) or indirectly via connec-
`tion 632, and such sensors can include an direction determin-
`ing element such as electronic compass 652 (preferably a
`three-axis compass), an accelerometer 656 (preferably a
`three-axis accelerometer) and/or an inclinometer 660. The
`electronic compass may comprise a magneto-responsive sen-
`sor such as a hall-effect sensor, a flux-gate sensor, a magneto-
`resistive sensor, a magneto-inductive or a magneto -capacitive
`sensor. Suitable compass-direction sensors and associated
`compass sensing systems are disclosed in published U.S.
`Patent
`Applications:
`20080130149;
`20080055757;
`20060061008; and 20060164230, and in issued U.S. Pat.
`
`14
`
`14
`
`

`
`US 2010/0171642 A1
`
`Jul. 8, 2010
`
`Nos. 7,331,115; 6,992,902; and 5,802,727 (the entire disclo-
`sures ofwhich are hereby incorporated by reference herein in
`their entireties).
`
`Configuration of Mobile Control Node/Key Fob
`
`[0066] A preferred configuration of key fob or mobile con-
`trol node 624 is illustrated schematically in FIG. 3. Control
`node 624 includes at least one antenna 704 and a radio trans-
`
`ceiver 708 which is operable to establish and/or maintain a
`bidirectional data link 842 with radio transceiver 640 in a TP
`
`unit 628. Mobile control node 624 further includes a proces-
`sor unit 712 which can peribrrn various algorithmic and math-
`ematical operations as discussed below in more detail. In a
`preferred embodiment, processor unit 712 can be a JN5139 or
`a JN 5147, manufactured by Jennie Ltd., Fumival Street,
`Sheffield S1 4QT, SouthYorkshire, UK and it includes both a
`program memory, which can be EPROM or Flash memory,
`and a data storage memory wherein at least some portion of
`the data storage memory is preferably a static memory.
`[0067] Transceiver unit 708 can be integral with processor
`unit 712, as is the case with the INS 139, or can be a separate
`device, as desired. In either case, processor unit 712 is con-
`nected to transceiver unit 708 to receive and/or transmit data
`
`over data link 642 as necessary. Mobile control node 624
`further includes a user interface system connected to proces-
`sor unit 712 and which preferably comprises at least a display
`716 and a keypad 720.
`[0068]
`In the illustrated embodiment, display 716 is a
`multi-pixel addressable display, such as a liquid crystal dis-
`play