Access control system for a vehicle

Abstract

A walk away lock (WAL) system (53) for a vehicle (10) having an access system (51) operating in a user-selected one of a plurality of lock modes. Upon receiving a first signal (34) from an associated user device (12) indicating that the user device (12) is beyond a threshold distance from the vehicle (10), the system (53) generates a control signal to activate a lock state corresponding to the user-selected lock mode. According to one lock mode, the lock state is thus changed to a first lock state. According to another lock mode, the lock state is not changed and the vehicle remains unlocked.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to access control systems for vehicles, and in particular, but not exclusively, to keyless access / entry systems for vehicles such as motor vehicles. Aspects of the invention relate to access control systems for vehicles, methods of operating access control systems for vehicles, and vehicles themselves. BACKGROUND

[0002] It is known to provide access control systems for motor vehicles including passive entry passive start (PEPS) systems. A vehicle user typically carries a key fob which can communicate with a control unit in the vehicle via a receiver.

[0003] Upon receipt of an activation trigger (for example when a vehicle door handle is operated), the control unit sends a signal to a transmitter to emit a strong low frequency (LF) electromagnetic field from which energy is used to wake up the key fob using charge pump technology. Once woken up, the key fob can send signals over a radio frequency (RF) communication channel to control various functions of the vehicle, for example to lock or close various locks in the vehicle door locks. The control unit then actuates the door locks in accordance with the received signals.

[0004] Existing systems can implement functionality to enable a vehicle to automatically close when the vehicle user exits and leaves the vicinity of the vehicle. Such systems can be referred to as walk away close (WAL) systems. They provide the advantage that the vehicle is always automatically closed as the user walks away from the vehicle, and take into account situations where the user forgets to close the vehicle or finds it inconvenient to activate the key fob to close the vehicle (for example when carrying luggage). However, for the vehicle user, such existing systems have disadvantages, for example, the inability to make repeat journeys to the vehicle without the vehicle being automatically closed when it can not be desirable for the vehicle to be automatically closed. Other limitations of these systems mean that the functionality is not ideal for all situations.

[0005] It is against this background that the present invention has been devised. SUMMARY

[0006] According to an aspect of the present application, there is provided an access control system for a vehicle, the access control system having at least one access system associated with a closure of the vehicle. The access system is activatable into a plurality of lockout states. The access control system comprises one or more controllers and is configured to: receive a first signal from an associated user device, the first signal being indicative of the user device being beyond a threshold distance from the vehicle; receive a second signal, the second signal being indicative of a user request to change a lockout mode of the access control system, and in dependence on receipt of the second signal, select a lockout mode from the plurality of lockout modes to operate; and in dependence on the selected lockout mode, one of: generate a control signal to activate the at least one access system into a different lockout state in response to the first signal being indicative of the user device being within the threshold distance from the vehicle; or maintain the at least one access system in its current lockout state in response to the first signal being indicative of the user device being within the threshold distance from the vehicle.

[0007] In this way, there is provided a system which enables a user to change the lockout mode of the access control system such that the response of the system to the user device being beyond the threshold distance from the vehicle can be selected / changed by the user.

[0008] Optionally, as described in more detail below, the selectable plurality of lockout modes can comprise, for example, one or more of a leave lockout enabled mode and / or a leave lockout disabled mode.

[0009] Optionally, the one or more controllers can collectively comprise: at least one electronic processor having an electrical input for receiving the first signal indicative of the user device being beyond the threshold distance from the vehicle and the second signal indicative of the user request to change the lockout mode of the access control system; and at least one memory device electrically coupled to the at least one electronic processor and having instructions stored therein; and wherein the at least one electronic processor is configured to access the at least one memory device and execute the instructions thereon to, in dependence on receipt of the second signal, one of: generate a control signal to activate the at least one access system into a different lockout state in response to the first signal being indicative of the user device being within the threshold distance from the vehicle; or maintain the at least one access system in its current lockout state in response to the first signal being indicative of the user device being within the threshold distance from the vehicle.

[0010] Optionally, the access control system can be configured such that, in the absence of receiving the second signal, the control signal is generated to cause the access control system to operate in a first lockout mode in which the controller, in response to the first signal indicating that the proximity of the user device to the vehicle exceeds the threshold distance, generates the control signal to activate the at least one access system into a first lockout state.

[0011] The first lockout mode can comprise, for example, a single lockout mode, and the first lockout state can comprise, for example, a single lockout state as described below.

[0012] Optionally, the first lockout state can be a state in which activation of the door latch mechanism by the external handle is prohibited whilst activation of the door latch mechanism by the internal handle is permitted.

[0013] Optionally, the at least one lockout mode selectable upon receipt of the second signal can be a double lockout mode in which the control signal activates the at least one access system into a second lockout state. Such a second lockout state can therefore comprise a double lockout state in which activation of the door latch mechanism by the internal handle and the external handle is prohibited.

[0014] Optionally, the double lockout mode can be selected from the plurality of lockout modes in response to receipt of a second instance of the second signal within a double lockout time period of receipt of a first instance of the second signal.

[0015] Optionally, the at least one lockout mode selectable upon receipt of the second signal can be a disable lockout mode in which the at least one access system is caused to remain in an unlocked state such that activation of the door latch mechanism by the external handle and activation of the door latch mechanism by the internal handle is permitted in response to the first signal indicating that the proximity of the user device to the vehicle exceeds the threshold distance.

[0016] Optionally, the access control system can be configured to receive a third signal indicating that the user is preparing to exit the vehicle or is exiting the vehicle, and wherein the access control system operates in the lockout mode selected from the plurality of lockout modes in dependence on the first signal, the second signal and the third signal. Preparing to exit the vehicle can comprise one or more of a door being opened, an engine being stopped, a drive event ending, a key being removed from an ignition, a driver’s seatbelt being released, a parking brake being applied, etc.

[0017] Optionally, the third signal can be generated in response to a door of the vehicle associated with the user of the vehicle being opened or in response to a handle on the door of the vehicle associated with the user of the vehicle being operated.

[0018] Optionally, the access control system can be configured such that the third signal must be received prior to the second signal for the access control system to select the lock mode from the plurality of lock modes.

[0019] Optionally, the access control system can be configured such that the second signal must be received by the access control system within a selection time period of the third signal for the access control system to select the lock mode from the plurality of lock modes.

[0020] Optionally, the access control system can be configured to receive the first signal from a primary lock / unlock input device associated with the vehicle. The primary lock / unlock input device can comprise, for example, a vehicle key fob or a mobile communication device. Optionally, the primary lock / unlock device can be the same as the user device.

[0021] Optionally, the access control system can be configured to receive the second signal from a secondary lock / unlock input device associated with the vehicle. The secondary lock / unlock input device can be the lock mode request module. Optionally, the secondary lock / unlock input device can be fitted to the vehicle.

[0022] Optionally, the access control system can be configured to generate an alert signal in the event that the second lock mode is selected. Such an alert signal can comprise one or more of an audible alert signal, a visual alert signal or a haptic alert signal.

[0023] Optionally, the access control system comprises at least one access system associated with an enclosure of the vehicle.

[0024] According to a further aspect of the application, there is provided a vehicle comprising an access control system as described herein.

[0025] According to a further aspect of the application, there is provided a method of controlling an access control system for a vehicle, the access control system having at least one access system associated with an enclosure of the vehicle. The method comprises: receiving a first signal from an associated user device, the first signal indicating that the user device is outside a threshold distance from the vehicle; receiving a second signal, the second signal indicating a user request to change a lock mode of the access control system, and in dependence on receipt of the second signal, selecting a lock mode from a plurality of lock modes to operate; and in dependence on the selected lock mode, one of: generating a control signal to activate the at least one access system into a different lock state in response to the first signal indicating that the proximity of the user device to the vehicle exceeds the threshold distance; or maintaining the at least one access system in its current lock state in response to the first signal indicating that the proximity of the user device to the vehicle exceeds the threshold distance.

[0026] According to a further aspect of the present application, there is provided a computer program product comprising instructions which, when the program is executed by a computer, cause the computer to carry out the method of controlling access to an access control system described herein.

[0027] According to a further aspect of the present application, there is provided a non-transitory computer readable medium having stored thereon the computer program product according to the previous aspect.

[0028] Within the scope of the present application, it is expressly intended that each aspect, embodiment and example described herein, and any combination of them, can be employed independently or in any combination with any other aspect, embodiment or example described herein. That is, any feature of any aspect, embodiment or example described herein can be employed in any other aspect, embodiment or example described herein, unless otherwise expressly stated. The applicant reserves the right to amend this application to any claims that are presented during prosecution of this application. BRIEF DESCRIPTION OF DRAWINGS

[0029] One or more embodiments of the present application will now be described, by way of example only, with reference to the accompanying drawings in which:

[0030] Figure 1 a diagram showing a vehicle and a vehicle user in the vicinity of the vehicle;

[0031] Figure 2 a diagram showing Figure 1 a schematic plan view of a vehicle provided with an access control system of the present application;

[0032] Figure 3 is Figure 1 a schematic plan view of a vehicle to illustrate a threshold distance around the vehicle; Figure 2

[0033] Figure 4 a closure of the vehicle of Figure 1 , Figure 2 and Figure 3 a lock mode request module;

[0034] Figure 5 a control diagram showing various signals input to and output from an access control system of a vehicle; and

[0035] Figure 6 is a flow diagram showing a method of controlling an access control system for a vehicle. DETAILED DESCRIPTION ​

[0036] Figure 1 and Figure 2 The diagram shows an entry / exit control system (in...) Figure 1 10 vehicles (not marked in the text). For example... Figure 1 As shown, vehicle user 11 carries a user device in the form of a key card 12. This user device can be used to interact with the access control system on vehicle 10 (e.g., a passive entry / passive start system) to obtain access to vehicle 10, and is also potentially used to deploy certain vehicle systems (e.g., deploy retractable door handles or illuminate vehicle lights to facilitate entry and exit), and to control certain vehicle systems when vehicle user 11 exits and leaves vehicle 10. The key card 12 can be considered a master locking / unlocking input device, capable of transmitting a driver request to the access control system of vehicle 10 to lock or unlock the closures of vehicle 10.

[0037] Transfer to Figure 2 The illustration shows a vehicle 10 including a first low-frequency (LF) transmitter 14 located, for example, in the engine compartment of the vehicle 10, and a second LF transmitter 16 located in a closure 19 of the vehicle 10. The closure 19 may be a door or tailgate of the vehicle 10, and... Figure 2 The side door of the vehicle was formed in the middle.

[0038] exist Figure 2 In this configuration, the second LF transmitter 16 is located within the handle assembly 18 (e.g., door handle assembly) of the vehicle 10, which forms part of the vehicle closure 19. Note that, for clarity, in Figure 1 Only two transmitters, 14 and 16, are shown. It should also be noted that, although... Figure 2 The diagram shows only one handle assembly 18, but the vehicle 10 may include multiple handle assemblies 18, one handle assembly associated with each vehicle closure 19, and in some arrangements, each handle assembly 18 or even each closure 19 of the vehicle 10 may include a transmitter 16. In other arrangements, the transmitter 14 located in the engine compartment may be absent, and the passive entry system may operate, for example, relying on the handle-based transmitter 16, but other locations within or on the vehicle 10 are contemplated. The vehicle additionally includes a radio frequency (RF) receiver 20.

[0039] The first LF transmitter 14 and the second LF transmitter 16 can be selectively controlled to repeatedly emit low frequency signals. These LF signals drop in strength as they travel away from the transmitters 14, 16 and are received by the key fob 12. In response, the key fob 12 transmits an RF signal to the receiver 20 that is indicative of the strength of the LF signals received from the transmitters 14, 16 and, thus, the distance of the key fob from the transmitters 14, 16. Thus, a virtual boundary P can be defined around the vehicle 10 at a threshold distance from the vehicle 10 beyond which the strength of the LF signals transmitted by the transmitters 14, 16 drops below a predetermined value. In Figure 3 The boundary P is schematically shown in

[0040] The LF transmitters 14, 16 can be arranged to output radio signals at a frequency of approximately 125 kHz. The key fob 12 can be configured to receive signals at 125 kHz and to transmit RF signals at a frequency of approximately 433 MHz, the RF receiver 20 can be configured to receive signals at a frequency of approximately 433 MHz.

[0041] Note that the above frequency values are provided by way of example only and can differ between different vehicle markets. For example, the low frequency (LF) range is generally considered to encompass a range of 30 kHz to 300 kHz. The radio frequency (RF) range is generally considered to encompass a range of 3 kHz to 300 GHz. The RF frequency described herein is 433 MHz, but the inventors are aware of other systems that operate, for example, at 315 MHz.

[0042] In the example shown, the handle assembly 18 includes both an outer door handle 18a and an inner door handle 18b that allow for the opening of the respective closure 19 of the vehicle 10. The vehicle 10 also includes a plurality of latch mechanisms 21, one associated with each vehicle closure 19. Each latch mechanism 21 is configured to cooperate with the outer handle 18a and the inner handle 18b of the respective door when in use.

[0043] The access system 51 Figure 5 includes the handle assembly 18 and the latch mechanisms 21. As described below, the access system 51 can be activated into various latched states.

[0044] The outer handle 18a and the inner handle 18b can be connected or disconnected from their respective latching mechanisms 21. In some cases, only the outer handle 18a can be disconnected from the latching mechanism 21, allowing the inner handle 18b to be used to actuate the latching mechanism 21 while the outer handle 18a is prohibited from being used to actuate the latching mechanism 21. Thus, the closure 19 of the vehicle 10 can be opened from inside the vehicle 10 using the inner handle 18b, but cannot be opened from outside the vehicle 10 using the outer handle 18a. In this case, the access system 51 is considered to be in a "single lock" or "central lock" state, which can be considered a first locked state.

[0045] It will be appreciated that the description herein uses the term "connected to" in relation to the handles 18a, 18b and the latching mechanisms 21a, 21b to mean that activation of the respective latching mechanism 21a, 21b by the respective handle 18a, 18b is permitted, and the term "disconnected from" to mean that activation of the respective latching mechanism 21a, 21b by the respective handle 18a, 18b is prohibited. In the present embodiment, connection or disconnection is achieved by a direct mechanical connection between the latching mechanism 21 and the respective handle 18a, 18b, however, it will be appreciated that other systems can use means other than a direct mechanical connection to permit or prohibit activation of the latching mechanism 21 by the outer handle 18a and the inner handle 18b. For example, an electronic or electrical connection (wired or wireless) can be used to permit or prohibit activation of the latching mechanism 21 by the handles 18a, 18b. Thus, the terms "connected to" and "disconnected from" refer to any means of connection, including electrical or electronic connections, although the handles 18a, 18b are not mechanically connected to the latching mechanism 21.

[0046] In the case where both the outer handle 18a and the inner handle 18b are disconnected from the latching mechanism 21, neither handle 18a, 18b can be used to actuate the respective latching mechanism 21, and thus the closure 19 of the vehicle 10 cannot be opened from inside or outside the vehicle 10 using the handles 18a, 18b. In this case, the access system 51 is considered to be in a "double lock" state, which can be considered a second locked state.

[0047] In the case where both the outer handle 18a and the inner handle 18b are connected to the latching mechanism 21, both handles 18a, 18b can be used to actuate the latching mechanism 21. Thus, the closure 19 of the vehicle 10 can be opened from inside and outside the vehicle 10 using the handles 18a, 18b. In this case, the access system 51 is considered to be in an unlocked state, or simply "unlocked".

[0048] The vehicle 10 also includes a control system 53 that is configured to control the connection and disconnection of the handles 18a, 18b from the latching mechanisms 21a, 21b. The control system 53 is configured to control the connection and disconnection of the handles 18a, 18b from the latching mechanisms 21a, 21b in response to a signal received from a user input device 55. The user input device 55 can be a button, switch or other input device that is located on the vehicle 10, for example on the interior of the vehicle 10. The user input device 55 can be located on the interior of the vehicle 10, for example on the dashboard, or on the exterior of the vehicle 10, for example on the exterior handle 18a. The user input device 55 can be located on the exterior of the vehicle 10, for example on the exterior handle 18a, and can be configured to be activated by a user from outside the vehicle 10. The user input device 55 can be configured to be activated by a user from inside the vehicle 10. Figure 5An access control system 53 is shown in schematic detail. The access control system 53 comprises the controller 22 and the access system 51 as defined above.

[0049] The access control system 53 can operate in various modes of operation, affecting the state of the access system 51 into which it is activated.

[0050] In a conventional unlock mode of operation, the vehicle user 11 holding the key fob 12 approaches the vehicle 10 and pulls the outer handle 18a. A sensor (not shown) in the handle assembly 18 sends a signal to the access control system 53, which arranges for the transmitters 14, 16 to send LF signals which are received by the key fob 12.

[0051] In response to receiving the LF signals from the vehicle 10, the key fob 12 is configured to send an unlock request to the vehicle 10 on an RF signal frequency. The RF signal is received by the receiver 20 which sends the received signal to the access control system 53 which then sends a door unlock signal to the closure 19. On receipt of the door unlock signal, both the inner handle 18b and the outer handle 18a are connected to the latch mechanism 21 and the access system 51 is activated into an unlocked state.

[0052] Following, or in parallel with, the communication between the key fob 12 and the receiver 20 within the vehicle 10, the key fob 12 can additionally communicate with the vehicle 10 via ultra-wideband signals sent from the ultra-wideband antenna 40.

[0053] The above passive access control system 53 provides a feature of passive entry which enables the vehicle user 11 to enter their vehicle 10 without having to physically interact with the key fob 12. Until the vehicle user 11 performs an operation on their vehicle 10, the key fob 12 remains in a very low power sleep state. However, in order to provide enhanced features such as proximity unlock, welcome lighting and leave lock, the vehicle 10 must be able to detect a proximate key fob 12 and react before the user intervention is expected, and furthermore needs to be able to track the vehicle user leaving the vehicle 10.

[0054] With particular reference to Figure 3 In this case, it is noted that the LF field generated by the vehicle 10 can extend only about 2 meters from the vehicle 10. Therefore, in this case, the boundary P defining the threshold distance from the vehicle extends about 2 meters from the vehicle 10. Therefore, the threshold distance for activation of the enhanced features is about 2 meters from the vehicle 10. It will be appreciated that the threshold distance can be set to another suitable value, and 2 meters is merely an example.

[0055] The access control system 53 is configured to operate in a plurality of lockout modes. One such lockout mode is a single lockout walk away lockout (WAL) mode in which the access control system 53 is operated such that when the vehicle user 11 and the key fob 12 cross the boundary P, the access control system is activated into a single lockout state. At the end of a current drive event of the vehicle 10, the vehicle user 11 leaves the vehicle 10 with the key fob 12 that they are holding. A drive event is considered to be the process of the vehicle user 11 starting the vehicle 10, using the vehicle 10 for some purpose (e.g. to complete a journey) and then parking the vehicle 10. Although it will be appreciated that a drive event is typically a journey to a location, during the drive event the vehicle 10 is not necessarily being driven to any location.

[0056] When the key fob 12 exits the boundary P, the RF signal transmitted by the key fob 12 to the receiver 20 indicates that the key fob 12 is beyond a threshold distance from the vehicle 10. The RF signal transmitted by the key fob 12 can be referred to as a user device distance signal 34. The controller 22 of the access control system 53 then sends a control signal to the access system 51 to activate the access system 51 into a single lockout state, thereby disabling the external handle 18a from activating the latch mechanism and thus protecting the vehicle 10. It is therefore noted that in the single lockout WAL mode, only the external handle 18a is disconnected from the corresponding latch mechanism 21 when the key fob 12 leaves the boundary P, and not the internal handle 18b.

[0057] The single lockout WAL mode allows the vehicle user 11 to protect the vehicle 10 without having to take a post-action such as pressing a lock button on the key fob 12 to lock the vehicle 10 after the vehicle user leaves. This not only benefits the user’s convenience, but also prevents the vehicle user 11 from being negligent in this regard, which the vehicle user 11 can be distracted and thus forget to protect the vehicle 10 when leaving the vehicle 10.

[0058] However, in a common scenario encountered during the everyday use of the vehicle 10, the single lockout WAL mode of the access system 51 cannot provide all possible advantages to the vehicle user 11. If a repeat journey back to the vehicle 10 is required after the end of the drive event, for example in the example of unloading a plurality of items from the vehicle 10, or if a passenger returns to the vehicle 10 to unload an item after the vehicle user 11 has left the boundary P with the key fob 12, the passenger will not be able to access the vehicle 10 once the single lockout WAL mode is activated. If the vehicle user 11 drops the key fob 12 and returns to the vehicle 10 without the key fob 12, the vehicle user 11 will also not be able to access the vehicle 10.

[0059] Another scenario in which the single lock WAL mode can be less convenient is that it employs a single lock, rather than a double lock. In the event that the access control system is activated into the single lock state, the vehicle 10 can still be vulnerable to theft by someone who manages to gain access to the interior handle 18b, perhaps by breaking a window, even though the exterior handle 18a is disconnected from the latch mechanism 21. In embodiments of the present application, this scenario can be prevented if the access system 51 is activated by the user on leaving into a double lock state in which both the exterior handle 18a and the interior handle 18b are disconnected from the latch mechanism 21. Different regional regulations prevent double locking from becoming the standard locking mode for securing the vehicle 10, as emergency services can not be able to access an injured passenger in a double locked vehicle 10. Instead, an intentional action must be taken by the vehicle user 11 in order to activate the access system 51 into the double lock state.

[0060] The present application addresses the problems of the prior art by giving the vehicle user 11 greater control over the locking mode employed by the access control system 53, in particular in relation to the WAL function.

[0061] In embodiments of the present application, the vehicle 10 incorporates an access control system 53 of the type described above, but with the additional functionality of receiving signals from a locking mode request module 50 as shown, which enables the access control system 53 to select different locking modes to operate in. The locking mode request module can be considered to be an auxiliary lock / unlock input device. Figure 4

[0062] The locking mode request module 50 can be integral with the vehicle 10, or can form part of a user device associated with the vehicle 10, such as a key fob 12. In Figure 4 In this embodiment, the locking mode request module 50 forms part of the vehicle closure 19 and comprises a first request button 52 and a second request button 54, which are configured to generate different requests as will become apparent below. In certain embodiments of the present application, the first request button 52 can be an unlock request button, and the second request button 54 can be a lock request button.

[0063] ​The first request button 52 can generally be used in the vehicle 10 while the vehicle user 11 is inside the vehicle 10 to unlock the vehicle closure 19, while the second request button 54 can generally be used in the vehicle 10 while the vehicle user 11 is inside the vehicle 10 to lock the vehicle closure 19. In other words, actuation of the first request button 52 sends a signal to the controller 22, which interprets this signal as an unlock request signal and sends a control signal to the access system 51 to activate the access system 51 into an unlock state. Similarly, actuation of the second request button 54 sends a signal to the controller 22, which interprets this signal as a lock request signal and sends a control signal to the access system 51 to activate the access system 51 into a single lock state.

[0064] However, the controller can also receive a user exit signal 32 indicating that the vehicle user 11 is preparing to exit or is exiting the vehicle 10, as well as a user device distance signal 34 providing an indication to the controller 22 about the distance of the vehicle user 11 (and more particularly the key fob 12) from the vehicle 10. In the case where the controller 22 has received the user exit signal 32, the signals from the first request button 52 and the second request button 54 are not interpreted as an unlock request signal or a lock request signal, but are instead interpreted as a lock mode request signal 30 indicating that the user requests a change of the lock mode of the access control system 53 and enables a different lock mode to be selected for the access control system 53 to operate.

[0065] It will be appreciated by the skilled person that in alternative embodiments of the application, the functionality described below can be implemented by a lock mode request module 50 comprising only the first request button 52 or comprising more than two request buttons. It will also be appreciated by the skilled person that the lock mode request module 50 can comprise a request button dedicated to providing the lock mode request signal 30 and not having any other function within the vehicle 10. In this case, the controller 22 will always interpret the signals from the lock mode request module 50 as the lock mode request signal 30.

[0066] Furthermore, the lock mode request module 50 need not form part of the vehicle door and can be located anywhere inside or outside the vehicle 10. For example, the lock mode request module can be located on the steering wheel or on the touchscreen of the infotainment system of the vehicle 10. However, arranging the lock mode request module 50 within or on the vehicle closure 19 provides a particularly convenient arrangement, as the vehicle closure 19 must be used by the vehicle user 11 when exiting the vehicle and thus creates a synergy between the user exit signal 32 and actuation of the first request button 52 or the second request button 54.

[0067] In the first embodiment, the access control system 53 is configured so that the vehicle user 11 can select a lock mode which disables the above-described automatic single-lock WAL mode in the event that a user exit signal 32 has been generated and the first request button 52 is subsequently actuated. In the event that the controller 22 does not receive a user exit signal 32 generated when the vehicle user 11 is preparing to exit or is exiting the vehicle 10, actuation of the first request button 52 will cause the access control system to be activated into the above-described unlocked state. However, receipt by the controller 22 of a user exit signal 32 causes the function triggered by actuation of the first request button 52 to be altered.

[0068] In more detail, once the controller 22 has received a user exit signal 32, actuation of the first request button 52 causes the lock mode request module 50 to send a signal to the controller 22 which is interpreted as a lock mode request signal 30. The lock mode request signal 30 generated by actuation of the first request button 52 acts as a request for the access control system 53 to select to disable the WAL mode for operation. In the disabled WAL mode, the automatic activation of the access system 51 into the single-lock state is disabled when the vehicle user 11 leaves the perimeter P with the key fob 12, such that the access system 51 remains in the unlocked state even when the vehicle user 11 leaves the perimeter P with the key fob 12. In other words, the automatic single-lock WAL mode is disabled and the controller 22 does not send a control signal to the access system 51 to inhibit activation of the latch mechanism 21 by the external handle 18a when the vehicle user 11 leaves the perimeter P with the key fob 12, such that the vehicle 10 remains in the unlocked state at this time. It will be appreciated that even in the disabled WAL lock mode, the automatic single-lock WAL mode is disabled, it is still possible to activate the access system 51 into the single-lock state by other means, for example, by using the key fob 12.

[0069] Actuation of the first request button 52 and subsequent operation of the disabled WAL mode as described above allows for multiple journeys back to the vehicle 10 without the access system 51 automatically activating into the single-lock state.

[0070] When the access control system 53 is operating in the disabled WAL mode, actuation of the second request button 54 causes the lockout mode request module 50 to send a signal to the controller 22 which is interpreted as a lockout mode request signal 30. In this case, the lockout mode request signal 30 acts as a request for the access control system 53 to reselect the single lockout WAL mode for operation. When the vehicle user 11 leaves the perimeter P with the key fob 12, the controller 22 of the access control system 53 therefore sends a control signal to the access system 51 to activate the access system 51 into the single lockout state in which activation of the latch mechanism 21 by the external handle 18a is inhibited. Therefore, if the vehicle user 11 is aware that the actuation of the first request button 52 and the selection of the disabled WAL mode has occurred in error, the vehicle user 11 can actuate the second request button 54 to reset the access control system 53 to operate in the single lockout WAL mode.

[0071] In an alternative embodiment, once the controller 22 has received the user exit signal 32, two instances of a signal from the second request button 54 received within a predetermined period of time, referred to herein as the double lockout period, are interpreted as a lockout mode request signal 30. The lockout mode request signal 30 resulting from the double actuation of the second request button 54 within the double lockout period acts as a request for the access control system 53 to select the double lockout WAL mode for operation. In the double lockout WAL mode, when the vehicle user 11 leaves the perimeter P with the key fob 12, the access system 51 is activated into the double lockout state. In other words, as the user exit signal 32 is received by the controller 22, two instances of a signal from the second request button 54 within the double lockout period are considered to be an indication that the double lockout WAL mode is to be selected by the access control system 53. Typically, the double lockout period for receiving the first and second instances of a signal from the second request button 54 can be 2-3 seconds.

[0072] In the double lockout WAL mode, the controller 22 sends a control signal to the access system 51 to disconnect both the external handle 18a and the internal handle 18b from the latch mechanism 21 when the vehicle user 11 leaves the perimeter P with the key fob 12. In this way, in conjunction with the user exit signal 32, the actuation of the second request button 54 in the first instance followed by the actuation of the second request button 54 in the second instance causes the access control system 53 to select the double lockout WAL mode of operation, thereby replacing the standard operation of the single lockout WAL mode with an intentional request by the vehicle user for the access control system 53 to select the double lockout WAL mode.

[0073] In this way, the access control system 53 is able to activate the access system 51 into the double lockout state to improve the security of the vehicle while still complying with the requirement that such a system is only intentionally implemented.

[0074] When the access control system 53 is operating in the double-locked WAL mode, further actuation of the second request button 54 causes the lock mode request module 50 to send a signal to the controller 22 which is interpreted as a lock mode request signal 30. In this case, the lock mode request signal 30 acts as a request for the access control system 53 to reselect the single-locked WAL mode to operate in. When the vehicle user 11 leaves the perimeter P with the key fob 12, the controller 22 of the access control system 53 therefore sends a control signal to the access system 51 to activate the access system 51 into a single-locked state in which activation of the latch mechanism 21 by the external handle 18a is prohibited. The benefit of this feature is that if the vehicle user 11 is aware that the double actuation of the second request button 54 and selection of the double-locked WAL mode has occurred in error, the vehicle user 11 can actuate the second request button 54 to reset the access control system 53 to operate in the single-locked WAL mode.

[0075] As previously described, the controller 22 is configured to receive a user exit signal 32 which indicates that the vehicle user 11 is preparing to exit or is exiting the vehicle 10. In the event that the user exit signal 32 is received, actuation of the first request button 52 or the second request button 54 at the same time as the user exit signal 32 or within a predetermined time period of the user exit signal 32, referred to herein as a selection time period, causes the signals sent by the first request button 52 and the second request button 54 to the controller to be interpreted as a lock mode request signal and initiates selection of a lock mode for the access control system 53 to operate in from a plurality of available lock modes. Therefore, operation of the first request button 52 and the second request button 54 in these scenarios triggers different functionality compared to when the user exit signal 32 is not received.

[0076] The user exit signal 32 can be generated in response to operation of a handle assembly 18 on a door associated with the vehicle user 11, or operation of an internal handle 18b on said door or opening of said closure 19. However, the signal 32 can be generated in response to other various stimuli such as: an engine start / stop button being pressed to stop the engine of the vehicle 10 running, a current drive event ending, the key being removed from the vehicle ignition, the seat belt of the vehicle user 11 being released or the vehicle handbrake being applied.

[0077] After actuation of the first request button 52 or the second request button 54, the signal sent by the lock mode request module 50 must be received by the controller 22 within a selection time period of receiving the user exit signal 32 to interpret the signal as a lock mode request signal 30 and change the selected lock mode. That is, the controller 22 must first receive the user exit signal 32 and then within the selection time period, the controller 22 must also receive the signal sent by the lock mode request module 50 and interpret it as a lock mode request signal 30. If the signal sent by the lock mode request module 50 is not received within the selection time period, the signal sent by the first request button 52 or the second request button 54 is not interpreted as a lock mode request signal 30 but is instead interpreted as either an unlock request signal or a lock request signal depending on which request button was actuated. If this is the case, no action is taken in terms of the access control system 53 selecting a different lock mode for the closure 19 to operate in.

[0078] The aforementioned functionality can serve to reduce the likelihood of accidentally sending a user request to change the lock mode of the access control system 53 as the signal sent by the first request button 52 and the second request button 54 will not be interpreted as a lock mode request signal 30 in the event that the controller 22 does not receive the user exit signal 32.

[0079] As discussed earlier, it will be apparent to the skilled person that there is no need to add the functionality of the lock mode request module 50 to existing vehicle hardware and the present application can equally be implemented by incorporating a dedicated request button into the electronic architecture of the vehicle 10. The first request button 52 and the second request button 54 can also be incorporated into the key fob 12, adding to the functionality of the existing buttons thereon, or be provided as a dedicated request button.

[0080] In the event that a dedicated request button is present such that the signal sent therefrom is always interpreted as a lock mode request signal 30, it can still be helpful to implement the time period check of the selection time period occurring after the controller 22 receives the user exit signal 32 as this will help to minimise instances of the access control system 53 accidentally selecting a different lock mode.

[0081] The controller 22 can also send a signal (not shown) to a system of the vehicle 10 to generate an alert for informing the vehicle user 11 that a different lock mode has been selected by the access control system 53. The alert can take the form of an audible alert, such as a tone, or a visual alert, such as a display on the central console of the vehicle 10, or a haptic alert, or a combination of any of these types of alerts. In one embodiment, it can be particularly convenient to present a visual alert at the site of the lock mode request module 50, so that the vehicle user 11 can see an immediate and unambiguous indication that a different lock mode has been selected when the first request button 52 or the second request button 54 is actuated to select the disable WAL mode or the double lock WAL mode. Typically, as shown in Figure 5 the visual alert can be presented by illumination of the trim 56 of the first request button 52 or the second request button 54.

[0082] According to embodiments of the application, the method of controlling the access control system 53 is illustrated by the flowchart shown in Figure 6 The steps of the method of controlling the access control system 53 will now be described in further detail with reference to this flowchart.

[0083] In the embodiment of the application shown in Figure 6 In response to the closure 19 associated with the vehicle user 11 being opened, a user exit signal 32 is generated indicating that the vehicle user 11 is preparing to exit or is exiting the vehicle 10. At step 100, the user exit signal 32 is received indicating that the closure 19 has been opened and the method moves to step 102 where the signal received from the lock mode request module 50 is interpreted as the selection time period for the lock mode request signal 30 beginning.

[0084] At step 104, either the first request button 52 is actuated by the vehicle user 11, the second request button 54 is actuated by the vehicle user 11, or neither request button is actuated by the vehicle user 11. In the embodiment depicted by the flowchart in Figure 6 In the embodiment depicted by the flowchart in

[0085] If the request button actuated by the vehicle user 11 at step 104 is the lock request button 54, the method proceeds to step 106 at which the access control system 53 waits to confirm whether the lock request button 54 is actuated a second time within a double lock time period. If the lock request button 54 is actuated a second time within the double lock time period, the method moves on to step 108 at which the double lock WAL mode of operation is selected. If the lock request button 54 is not actuated a second time within the double lock time period, the method instead proceeds to step 120 described below.

[0086] Having selected the double lock WAL mode at step 108, the method moves on to step 110 at which an alert is generated for informing the vehicle user 11 that the double lock WAL mode has been selected. At step 112, the access control system 53 waits to confirm whether the vehicle user 11 actuates the alternative request button. If the vehicle user 11 does select the alternative request button, the method returns to step 104; if no button is selected, the method proceeds to step 114 at which the door associated with the vehicle user 11 is closed.

[0087] At step 116, the key fob 12 is brought to within a threshold distance from the vehicle 10, causing the method to proceed to step 118 at which the access system 51 is activated into a double lock state in which both the interior handle 18b and the exterior handle 18a are disconnected from the latch mechanism 21.

[0088] Alternatively, if the request button actuated at step 104 is the unlock request button 52, the method proceeds to step 130 at which the disable WAL mode is selected, then to step 132 at which an alert is generated for informing the vehicle user 11 that the disable WAL mode has been selected. At step 134, the access control system 53 waits to confirm whether the vehicle user 11 actuates the alternative request button. If the vehicle user 11 does select the alternative request button, the method returns to step 104; if no button is selected, the method proceeds to step 136 at which the closure 19 associated with the vehicle user 11 is closed.

[0089] At step 138, the key fob 12 is brought to within a threshold distance from the vehicle 10, causing the method to proceed to step 140 at which the access system 51 remains in an unlocked state in which both the interior handle 18b and the exterior handle 18a are connected to the latch mechanism 21.

[0090] Alternatively, if the request button is not actuated at step 104, the method proceeds to step 120, at which the single lockout WAL mode is selected. From step 120, the method proceeds to step 122, at which the access control system waits for confirmation that the vehicle user 11 has actuated the alternative request button. If the vehicle user 11 does select the alternative request button, the method returns to step 104; if no button is selected, the method proceeds to step 124, at which the door associated with the vehicle user 11 is closed.

[0091] At step 126, the key fob 12 is brought within a threshold distance from the vehicle 10, causing the method to proceed to step 128, at which the access system 51 is activated into a single lockout state in which the interior handle 18b is connected with the latch mechanism 21 and the exterior handle 18a is disconnected from the latch mechanism 21.

[0092] After any of steps 118, 128, or 140, the method proceeds to step 150, at which the method terminates.

[0093] As used herein, the term “controller” or “control module” will be understood to include both a single control module or controller and multiple control modules or controllers that operate in concert to provide the required control functionality. A set of instructions can be provided that, when executed, cause the control module to implement the control techniques (including methods) described herein. The set of instructions can be embedded in one or more electronic CPUs or processors.

[0094] Alternatively, the set of instructions can be provided as software to be executed by one or more electronic processors. For example, a first control module can be implemented in software running on one or more electronic processors, and one or more other control modules can also be implemented in software running on one or more electronic processors, optionally the same one or more processors as the first control module. However, it will be appreciated that other arrangements are available, and thus the application is not limited to any particular arrangement.

[0095] In any event, the set of instructions described above can be embedded in a computer-readable storage medium (e.g., non-transitory computer-readable storage medium), which can include any medium that stores information in a form readable by a machine or electronic processor / computing device, including, but not limited to, floppy disks, hard disks, optical storage media (e.g., CD-ROMs), magneto-optical storage media, read-only memories (ROMs), random access memories (RAMs), erasable programmable memories (e.g., EPROMs and EEPROMs), flash memories, or any other type of electronic or other media of storage.

[0096] It will be appreciated that, although in the time sequence of the above-described system, the controller 22 of the access control system 53 receives the user exit signal 32, then the signal interpreted as the lockout mode request signal 30, then the user device distance signal 34, these signals can be considered in any time sequence, and any one of them can be referred to as the first signal or the second signal or the third signal.

[0097] Many modifications can be made to the above-described examples without departing from the scope of the present application as defined in the appended claims.

Claims

1. An access control system for a vehicle, the access control system having at least one access system associated with a closure of the vehicle, the access system being activatable into a plurality of latched states, wherein, The access control system includes one or more controllers and is configured to: receive a first signal from an associated user device, the first signal indicating that the user device is beyond a threshold distance from the vehicle; receive a second signal, the second signal indicating a user request to change a latching mode of the access control system, and in response to receipt of the second signal, select a latching mode from a plurality of latching modes to operate in; and in accordance with the selected latching mode, either (a) in response to the first signal indicating that the user device is beyond the threshold distance of proximity to the vehicle, generate a control signal to activate the at least one access system into a different latched state, or (b) in response to the first signal indicating that the user device is beyond the threshold distance of proximity to the vehicle, cause the at least one access system to remain in its current latched state, wherein the access control system is configured such that, in the absence of receipt of a second signal, the control signal is generated to cause the access control system to operate in a first latching mode in which the controller, in response to the first signal indicating that the user device is beyond the threshold distance of proximity to the vehicle, generates the control signal to activate the at least one access system into a first latched state.

2. The access control system of claim 1, wherein, The first latched state is a state in which activation of a door latch mechanism by an external handle is prohibited while activation of the door latch mechanism by an internal handle is permitted.

3. The access control system of claim 1 or 2, wherein, The at least one latching mode that is selectable upon receipt of the second signal is a dual latching mode in which the control signal activates the at least one access system into a second latched state.

4. The access control system of claim 3, wherein, The dual latching mode is selected from the plurality of latching modes in response to receipt of a second instance of the second signal within a dual latching time period of receipt of a first instance of the second signal.

5. The access control system of claim 2, wherein, The at least one latching mode that is selectable upon receipt of the second signal is a disable latching mode in which the at least one access system is caused to remain in an unlocked state such that, in response to the first signal indicating that the user device is beyond the threshold distance of proximity to the vehicle, activation of the door latch mechanism by the external handle is permitted and activation of the door latch mechanism by the internal handle is permitted.

6. The access control system of claim 1 or 2, wherein, The access control system is configured to receive a third signal indicating that a user is preparing to exit the vehicle or is exiting the vehicle, and wherein the access control system operates in the selected latching mode from the plurality of latching modes in accordance with the first signal, the second signal and the third signal.

7. The access control system of claim 6, wherein, The third signal is generated in response to a door of the vehicle associated with a user of the vehicle being opened or in response to a handle on a door of the vehicle associated with the user of the vehicle being operated.

8. The access control system of claim 6, wherein, The access control system is configured such that the third signal must be received prior to the second signal in order for the access control system to select a latching mode from the plurality of latching modes.

9. The access control system of claim 6, wherein, The access control system is configured such that the second signal must be received by the access control system within a selection time period of the third signal for the access control system to select a lock mode from the plurality of lock modes.

10. The access control system of claim 1 or 2, wherein, The access control system is configured to receive the first signal from a primary lock / unlock input device associated with the vehicle.

11. The access control system of claim 1 or 2, wherein, The access control system is configured to receive the second signal from a secondary lock / unlock input device associated with the vehicle.

12. The access control system of claim 11, wherein, The secondary lock / unlock input device is fitted to the vehicle.

13. The access control system of claim 1 or 2, wherein, The access control system is configured to generate an alert signal in the event that a second lock mode is selected.

14. An access control system according to claim 1 or 2, comprising the at least one access system associated with the closure of the vehicle.

15. A vehicle comprising an access control system according to any one of claims 1 to 14.

16. A method of controlling an access control system for a vehicle, the access control system having at least one access system associated with a closure of the vehicle, the method comprising: receiving a first signal from an associated user device, the first signal indicating that the user device is outside a threshold distance from the vehicle; receiving a second signal, the second signal indicating a user request to change a lock mode of the access control system, and in dependence on receipt of the second signal, selecting a lock mode from a plurality of lock modes to operate; in dependence on the selected lock mode, either: (a) generating a control signal to activate the at least one access system into a different lock state in response to the first signal indicating that the user device is within the threshold distance of the vehicle, or (b) causing the at least one access system to remain in its current lock state in response to the first signal indicating that the user device is within the threshold distance of the vehicle; and in the absence of receipt of a second signal, generating a control signal to cause the access control system to operate in a first lock mode in which the control signal is generated to activate the at least one access system into a first lock state in response to the first signal indicating that the user device is within the threshold distance of the vehicle.

17. A computer program product comprising instructions which, when the program is executed by a computer, cause the computer to carry out the method of claim 16.

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