Path-based passive entry

Abstract

The present disclosure provides path-based passive entry. A path-based method for passive vehicle entry is provided. A vehicle receives messages from a mobile device over a first protocol, each of the messages indicating a heading of the mobile device and a current location of the mobile device. The vehicle is paired with the mobile device in response to the current location of the mobile device being within a first threshold distance from the vehicle. In response to the heading indicating that the mobile device advances toward the vehicle and the current location of the mobile device is within a second threshold distance from the vehicle, the second threshold distance is closer to the vehicle than the first threshold distance, the vehicle activates one or more second transceivers to perform time-of-flight distance measurements between the vehicle and the mobile device to achieve more accurate location accuracy, otherwise maintains the one or more second transceivers in a deactivated mode.

Description

Technical Field

[0001] Aspects of the present disclosure relate to a precise path-based method for passive entry of a vehicle. Background Art

[0002] Automotive customers have embraced Passive Entry Passive Start (PEPS) systems because they allow customers to enter the vehicle and drive away without physically holding the key. Phone as a Key (PaaK) allows the use of a smartphone as a passive key and provides traditional key fob functions such as unlock, lock, remote start and liftgate entry. PaaK can be implemented using Bluetooth Low Energy (BLE), which is a built-in technology in most smartphones on the market. The Connected Car Consortium (CCC) is working on implementing Ultra Wideband (UWB) for phone positioning to provide better positioning compared to BLE positioning methods. Summary of the invention

[0003] In a first illustrative embodiment, a system for a path-based method for passive vehicle entry includes: a first transceiver of a vehicle, the first transceiver configured to operate via a first protocol; one or more second transceivers of the vehicle, the one or more second transceivers configured to operate via a second protocol, the second protocol having a shorter range but more precise location accuracy than the first protocol; and one or more controllers of the vehicle. The one or more controllers of the vehicle are programmed to: receive messages from a mobile device via the first protocol, each of the messages indicating a heading of the mobile device and a current location of the mobile device; pair the vehicle with the mobile device in response to the current location of the mobile device being within a first threshold distance from the vehicle; and in response to the heading indicating that the mobile device is heading toward the vehicle and the current location of the mobile device being within a second threshold distance from the vehicle, the second threshold distance being closer to the vehicle than the first threshold distance, activate the one or more second transceivers to perform a time-of-flight distance measurement between the vehicle and the mobile device to obtain the more precise location accuracy, otherwise maintain the one or more second transceivers in a deactivated mode.

[0004] In a second illustrative embodiment, a method for a path-based approach for passive vehicle entry includes: receiving messages from a mobile device to a vehicle via a first protocol, each of the messages indicating a heading of the mobile device and a current location of the mobile device; pairing the vehicle with the mobile device in response to the current location of the mobile device being within a first threshold distance from the vehicle; and in response to the heading indicating that the mobile device is heading toward the vehicle and the current location of the mobile device being within a second threshold distance from the vehicle, the second threshold distance being closer to the vehicle than the first threshold distance, activating one or more second transceivers to perform a time-of-flight distance measurement between the vehicle and the mobile device to obtain a more precise location accuracy, otherwise maintaining the one or more second transceivers in a deactivated mode.

[0005] In a third illustrative embodiment, a non-transitory computer-readable medium includes instructions for a path-based method for passive vehicle entry that, when executed by one or more controllers of a vehicle, cause the vehicle to perform operations including: receiving messages from a mobile device via a first protocol, each of the messages indicating a heading of the mobile device and a current location of the mobile device; verifying that the mobile device is on a list of devices authorized to access the vehicle without pairing the mobile device; in response to the verification indicating that the mobile device is authorized to access the vehicle, sending the location of the vehicle to the mobile device to allow the mobile device to determine its distance from the vehicle; in response to the current location of the mobile device being within a first threshold distance from the vehicle, pairing the vehicle with the mobile device; upon pairing, , authenticating the mobile device using a passive key of the vehicle received from the mobile device; in response to the vehicle verifying the passive key, allowing one or more second transceivers operating via a second protocol to be activated in response to the heading indicating that the mobile device is moving toward the vehicle and the current location of the mobile device is within a second threshold distance from the vehicle, the second threshold distance being closer to the vehicle than the first threshold distance; and in response to the heading indicating that the mobile device is moving toward the vehicle and the current location of the mobile device is within the second threshold distance from the vehicle, activating the one or more second transceivers to perform a time-of-flight distance measurement between the vehicle and the mobile device to obtain a more precise location accuracy, otherwise maintaining the one or more second transceivers in a deactivated mode. BRIEF DESCRIPTION OF THE DRAWINGS

[0006] Figure 1 An example system configured for precise path-based passive entry is shown;

[0007] Figure 2An example of the operation of a BLE module and a UWB controller for a vehicle tracking a mobile device is shown;

[0008] Figure 3A Various aspects of data flow involving precise path based passive ingress for Bluetooth pairing of a mobile device with a vehicle are shown;

[0009] Figure 3B Aspects of data flow involving precise path based passive entry of UWB ranging between a mobile device and a vehicle are shown;

[0010] Figure 3C Aspects of data flow involving precise path based passive ingress of UWB polling and access control between a mobile device and a vehicle are shown;

[0011] Figure 4A An example of a user approaching a vehicle is shown, wherein the mobile device is predicted to be heading toward the vehicle;

[0012] Figure 4B An alternative example of a user approaching a vehicle is shown, wherein the mobile device is predicted to pass by the vehicle;

[0013] Figure 5 An example process for performing precise path based passive entry is shown; and

[0014] Figure 6 An example of a computing device for implementing aspects of precise path-based passive entry is shown. DETAILED DESCRIPTION

[0015] As required, detailed embodiments of the present invention are disclosed herein; however, it should be understood that the disclosed embodiments are merely examples of the present invention that can be implemented in various forms and alternative forms. The drawings are not necessarily drawn to scale; some features may be enlarged or minimized to show details of specific components. Therefore, the specific structural details and functional details disclosed herein are not to be interpreted as limiting, but only as a representative basis for teaching those skilled in the art to adopt the present invention in various ways.

[0016] It may be desirable for a vehicle to perform an operation in response to a user approaching the vehicle. For example, the vehicle may perform cabin preconditioning, open a liftgate, etc. in anticipation of use of those features. However, it may be difficult to determine that a user is approaching the vehicle using existing radio frequency (RF) sequences of low frequency (LF) and ultra high frequency (UHF) communications. Using RF sequences, the vehicle may not be able to determine the user's precise approach direction. Moreover, RF sequences have a short detection range (e.g., less than 5 meters) and require continuous monitoring by the vehicle, which may cause stalling loads.

[0017] Aspects of the present disclosure use multiple wireless technology methods to provide longer range detection of users (e.g., approximately 100 meters). The method activates a communication interface based on user proximity, direction, and location. User path prediction is used to prevent false vehicle alarms. The user's mobile device with its Global Navigation Satellite System (GNSS) location and path prediction can prepare the vehicle and give the vehicle a sense of direction from where the user is arriving, so that the vehicle has more information than just a received signal strength indication (RSSI). For example, once the vehicle identifies the direction the user is coming from, the vehicle can just turn on an external UWB module on one side of the vehicle. Additional aspects of the present disclosure are discussed in detail below with reference to the accompanying drawings.

[0018] Figure 1 An example system 100 configured for precise path-based passive entry is shown. As shown, a vehicle 102 includes various electronic control units (ECUs) 104 that support the functionality of the vehicle 102. A mobile device 106 includes communication functionality, such as a Bluetooth transceiver (BT) 108, a mobile UWB transceiver 110, and a mobile GNSS controller 112. The vehicle 102 also includes passive entry components configured to interact with the communication functionality of the mobile device 106, including an antenna array 116, a BLE module (BLEM) 118, one or more UWB controllers 120, and a vehicle GNSS controller 122. As explained in detail herein, a passive key application 124 installed to the mobile device 106 can interact with an authentication manager 126 of the vehicle 102 to provide precise path-based passive entry. It should be noted that the system 100 is merely an example, and more, fewer, and / or differently positioned components may be used.

[0019] Vehicle 102 may include various types of automobiles, crossover utility vehicles (CUVs), sport utility vehicles (SUVs), trucks, recreational vehicles (RVs), boats, airplanes, or other mobile machines for transporting people or goods. In many cases, vehicle 102 may be powered by an internal combustion engine. As another possibility, vehicle 102 may be a battery electric vehicle (BEV) powered by one or more electric motors. As another possibility, vehicle 102 may be a hybrid electric vehicle powered by both an internal combustion engine and one or more electric motors, such as a series hybrid electric vehicle, a parallel hybrid electric vehicle, or a parallel / series hybrid electric vehicle. Since the type and configuration of vehicle 102 may vary, the capabilities of vehicle 102 may vary accordingly. As some other possibilities, vehicle 102 may have different capabilities in terms of passenger capacity, traction capacity and capacity, and storage capacity.

[0020] The vehicle 102 may include multiple ECUs 104 configured to execute and manage various vehicle 102 functions under the power of the vehicle 102 battery and / or drive train. In some examples, the ECUs 104 may be discrete devices. However, the vehicle ECUs 104 may share physical hardware, firmware, and / or software so that functionality from multiple ECUs 104 may be integrated into a single ECU 104 or distributed across multiple ECUs 104. The vehicle ECUs 104 may include various vehicle 102 components configured to receive updates to associated software, firmware, or configuration settings.

[0021] As some non-limiting examples of vehicle ECUs 104: a powertrain control module (PCM) may be configured to control engine and transmission components; an anti-lock braking system (ABS) controller may be configured to control braking and traction control components; an electric power steering (EPAS) controller may be configured to control steering assist and adjust traction or drift compensation functions; an advanced driver assistance system (ADAS) such as adaptive cruise control or automated braking; and a headlight control module (HCM) may be configured to control light on / off settings. The ECU 104 may also include other powertrain or chassis components, an infotainment system configured to support voice commands and Bluetooth interfaces with the driver and devices carried by the driver (e.g., the SYNC system provided by Ford Motor Company of Dearborn, Michigan), a connectivity controller configured to utilize an embedded modem to access networked devices external to the vehicle 102 (such as a telematics control unit (TCU)), electromechanical body controllers (such as window or lock actuators), and trailer controller components (such as light control and sensor data to support a connected trailer).

[0022] The mobile device 106 may be any of various types of portable computing devices that are brought into the vehicle 102 and have processing and communication capabilities, such as a cellular phone, a tablet computer, a smart watch, a laptop computer, a portable music player, a key fob, or other such devices. The mobile device 106 may include one or more processors configured to execute computer instructions, and a storage medium on which computer executable instructions and / or data may be maintained. The mobile device 106 may also include various wireless transceivers, such as a mobile BT 108 configured to provide Bluetooth and / or BLE functionality to the mobile device 106, a mobile UWB transceiver 110 configured to provide UWB functionality to the mobile device 106, a GNSS controller 112 configured to provide positioning services to the mobile device 106, and other functions, such as a Wi-Fi and / or cellular transceiver 114 configured to provide wide area communication functionality to the mobile device 106.

[0023] The vehicle 102 may include an array of antennas 116 configured to facilitate communication between the mobile device 106 and the vehicle 102. For example, one or more BLE transceivers may be used to detect the presence of a mobile UWB transceiver 110 of the mobile device 106. Alternatively, multiple BLE transceivers may be connected to the antenna 116 to form a BLE array that may be used to triangulate and / or otherwise detect the location of the mobile UWB transceiver 110 of the mobile device 106. The BLE transceivers may be controlled by a BLEM 118, which may include a memory and a processor that is programmed to send and receive messages between the mobile device 106 and the vehicle 102 (e.g., to provide for execution of a challenge-response sequence and / or receive commands from the vehicle 102). As shown, the vehicle 102 includes an array of eight antennas 116 around the perimeter of the vehicle 102 cabin, but it should be noted that embodiments may include more, fewer, and / or differently positioned transceivers and / or antennas 116.

[0024] The vehicle 102 may also implement UWB capabilities as well as BLE for positioning. As shown, the vehicle 102 also includes a UWB controller 120, which is configured to send and receive message transfers between the mobile UWB transceiver 110 of the mobile device 106 and the vehicle 102 using an antenna 116. For example, a plurality of UWB controllers 120 may operate as transceivers connected to the UWB antenna 116. In the context of the present disclosure, a component having UWB capabilities may be a UWB transceiver. Compared to BLE, UWB may provide more accurate location determination. For example, the accuracy of distance and location measured by UWB may be up to about 5cm to 10cm, while Wi-Fi, Bluetooth and other narrowband radio systems typically achieve an accuracy of about a few meters.

[0025] The mobile device 106 may also include a display configured to provide a user interface to the user. In some examples, the display may be touch-sensitive and may also be configured to receive input from the user. Additionally, the passive key application 124 may include instructions that, when executed by one or more processors of the mobile device 106, cause the mobile device 106 to perform operations to facilitate access to the vehicle 102. In an example, the passive key application 124 may cause the mobile device 106 to display a user interface to the display that includes controls similar to those of a key fob (e.g., lock, unlock, start, etc.).

[0026] In another example, the passive key application 124 can enable the mobile device 106 to interact with the vehicle 102 as a passive entry device, thereby providing presence information to the BLEM 118 and / or the UWB controller 120, which allows the vehicle 102 to detect that an authorized user of the vehicle 102 is nearby and / or approaching. By executing the passive key application 124 to control the communication of the mobile device 106 with the vehicle 102, the mobile device 106 can be used to unlock, start, activate vehicle 102 features, or otherwise access the vehicle 102.

[0027] The passive key application 124 may allow the use of the authentication manager 126 of the vehicle 102 to authenticate the mobile device 106 to the vehicle 102. The authentication manager 126 may be a controller of the vehicle 102 that communicates with the BLEM 118 and the UWB controller 120, as well as other components of the vehicle 102, such as various ECUs 104, door locks, or vehicle ignition interlocks. The authentication of the mobile device 106 to the vehicle 102 may utilize a PaaK feature implementation to ensure a secure connection between the user's mobile device 106 and a vehicle connectivity module, such as the BLEM 118 or the UWB controller 120, so that the user's location may be located using the antenna 116.

[0028] Figure 2 An example 200 of the operation of the BLEM 118 and the UWB controller 120 of the vehicle 102 for tracking a mobile device 106 is shown. In general, the mobile device 106 may broadcast messages 202 using the BT 108. In an example, these messages may be PSM messages 202. Details of the content of the PSM messages 202 are discussed in detail in the Society of Automotive Engineers (SAE) standard documents J2735 and J2945, the contents of which are incorporated herein by reference in their entirety.

[0029] The PSM message 202 may indicate the location and / or heading of the mobile device 106 as determined using the GNSS controller 112. In some examples, the PSM message 202 may also include a path prediction of the sender, e.g., determined based on extrapolating the sender device's previous location, direction of travel, speed, speed change, etc. For example, the mobile device 106 may track the user location and user path prediction of the vehicle 102, the last known GNSS location of the vehicle 102 being saved to the mobile device 106.

[0030] In another example, the mobile device 106 may predict or otherwise determine a path based on where the navigation destination is. In an example, the vehicle 102 may be parked in an unknown town or city, and after walking around, the user may want directions back to the vehicle 102. In such an example, the user may utilize the navigation application of the mobile device 106 to navigate back to the vehicle 102. If the device navigation system has this information (the user is heading back to the vehicle 102), this information may be shared with the device's PaaK and PEPS applications and / or otherwise included in the PSM message 202.

[0031] In yet another example, the mobile device 106 may use an ML algorithm to determine that the user's most likely destination is the vehicle 102. Also in this case, the route information may be shared with the device's PaaK and PEPS applications and / or otherwise included in the PSM message 202.

[0032] The vehicle 102 may utilize its BLEM 118 to receive the PSM message 202 via the Bluetooth transmission range 204, which may be approximately 100 meters. Notably, the Bluetooth transmission range 204 may be greater than the UWB transmission range 206. In response to the vehicle 102 detecting the user's approaching heading via the PSM message 202, the vehicle 102 may activate the UWB controller 120 to perform accurate UWB ranging to fine-tune the user's position.

[0033] Figure 3A Aspects of a precise path-based passive ingress data flow 300 involving Bluetooth pairing of a mobile device 106 with a vehicle 102 are shown. Figure 3B Aspects of a data flow 300 involving precise path-based passive entry of UWB ranging between a mobile device 106 and a vehicle 102 are shown. Figure 3C Aspects of a data flow 300 involving precise path-based passive ingress of UWB polling and access control between a mobile device 106 and a vehicle 102 are shown.

[0034] More specifically refer to Figure 3A , at index (A), the mobile device 106 activates the BT 108 to periodically broadcast a PSM message 202 via Bluetooth. At index (B), the vehicle 102 activates its BLEM 118 to scan for the broadcasted PSM message 202. At index (C), an example PSM message 202 is received by the vehicle 102.

[0035] At index (D), the vehicle 102 decodes the PSM message 202. The vehicle 102 can identify whether the PSM message 202 originates from a mobile device 106 in a friendly list of devices authorized to use the vehicle 102. For example, the PSM message 202 can include a media access control (MAC) or other identifier of the mobile device 106 that can be looked up in a database of allowed identifiers. If the identifier is found in the database, the data flow 300 can proceed. If not found, the vehicle 102 can continue to wait for the PSM message 202 without proceeding (not shown).

[0036] In another example, the vehicle 102 and the mobile device 106 may have agreed to a security mechanism that involves signing messages with a public key whose private key is known only to the corresponding side, the mobile device 106, or the vehicle 102, respectively. The mobile device 106 and the vehicle 102 may not accept messages 202 from the other side unless the other side device is authenticated. One method of such authentication may be to use a pre-agreed signature based on a public / private key set. The identifier may accordingly be used to determine which of the incoming messages may be subjected to further security processing.

[0037] Additionally, certain fields in the PSM message 202, such as location, may be encrypted so only the vehicle 102 and / or mobile device 106 can view it after decryption. This process prior to connection establishment may be a different process than the authentication described during and after the pairing process.

[0038] At index (E), the vehicle 102 utilizes the vehicle GNSS controller 122 to determine the current location of the vehicle 102. Using this location, at index (F), the vehicle 102 sends a message via Bluetooth back to the mobile device 106 including the location of the vehicle 102. The location is received at the mobile device 106.

[0039] At index (G), the mobile device 106 initiates monitoring of the location of the mobile device 106 with reference to the location of the vehicle 102. In an example, the mobile device 106 may utilize its GNSS controller 112 to monitor the location of the mobile device 106. The mobile device 106 may compare its location with the location of the vehicle 102 to determine the distance between the mobile device 106 and the vehicle 102. The mobile device 106 may also use the history of previously saved locations of the mobile device 106 to perform user path prediction for the user of the mobile device 106. For example, the user path may be extrapolated based on the speed and / or direction of the user and may be assumed to continue over time.

[0040] At index (H), it is determined by the vehicle 102 that the distance between the mobile device 106 and the vehicle 102 is within a predefined Bluetooth pairing distance. For example, the distance may be approximately 20 meters, which is well within the Bluetooth transmission range 204. At index (I), a pairing process between the mobile device 106 and the vehicle 102 is performed. For example, the BT 108 may initiate pairing with the BLEM 118 of the vehicle 102, which may send a pairing request back to the BT 108. At index (J), the mobile device 106 is paired with the vehicle 102 and connected to the vehicle.

[0041] More specifically refer to Figure 3B , at index (K), the mobile device 106 generates a passive key. For example, the vehicle 102 and the mobile device 106 may share a symmetric encryption key or an encryption / decryption key pair to allow the vehicle 102 and the mobile device 106 to identify and authenticate each other to access the vehicle 102. In an example, the passive key is generated by a passive key application 124 (e.g., the passive key application is provided by the original equipment manufacturer (OEM) of the vehicle 102 to be installed to the mobile device 106). The generated passive key can be broadcasted via a Bluetooth session between the mobile device 106 and the vehicle 102. The vehicle 102 decrypts the passive key and uses the encryption key to authenticate the mobile device 106.

[0042] The mobile device 106 may also continue to broadcast the PSM message 202. FIG. 3B to FIG. 3C Shown is a periodic PSM message 202 labeled at index (L).

[0043] At index (M), the mobile device 106 broadcasts the generated passive key to the vehicle 102 via Bluetooth. At index (N), the vehicle 102 verifies the passive key and authenticates the user. For example, the vehicle 102 may decrypt and authenticate the passive key using a symmetric encryption key or a decryption key of the key pair. If the passive key is verified, the data flow 300 may continue to index (O), where the user of the mobile device 106 is authenticated. Otherwise, the data flow 300 may end (not shown).

[0044] At index (P), when the user approaches the vehicle 102, the mobile device 106 sends a broadcast health-CMD message at regular intervals after pairing and authentication are successful. These health-CMD messages may include RSSI and the distance between the vehicle 102 and the mobile device 106, and may be broadcast to the vehicle 102. The BLEM 118 of the vehicle 102 may continue to monitor the RSSI value of the received message. Once the user approaches within the UWB ranging distance of the vehicle 102, the mobile device 106 may (e.g., via Bluetooth) generate an alert to the vehicle 102 to start UWB ranging. The vehicle 102 may start UWB ranging accordingly.

[0045] At index (Q), continued monitoring of the location of the mobile device 106 with reference to the location of the vehicle 102 now indicates that the distance between the mobile device 106 and the vehicle 102 is within the UWB ranging distance. In an example, the UWB ranging distance may be approximately 3 to 5 meters, rather than the Bluetooth pairing distance of approximately 20 meters.

[0046] At index (R), the mobile device 106 initiates UWB ranging via the Bluetooth connection. For example, the mobile device 106 may send a PSM message 202 to the vehicle 102 indicating a distance between the mobile device 106 and the vehicle 102 that is within the UWB ranging distance, wherein the vehicle 102 may determine at index (S) that the mobile device 106 is within the UWB ranging distance from the vehicle 102. Alternatively, the mobile device 106 may send a message specifically requesting activation of the UWB controller 120 for accurate positioning of the mobile device 106 relative to the location of the vehicle 102, which may be received at index (S).

[0047] At index (T), the vehicle 102 activates the UWB controller 120 to perform UWB ranging of the location of the mobile device 106. At index (U), the vehicle 102 starts UWB ranging.

[0048] More specifically refer to Figure 3C , at index (V), the UWB controller 120 polls the mobile UWB transceiver 110 of the mobile device 106. For example, at index (W), a query packet (flight time) is sent by the UWB controller 120, at index (X), the mobile UWB transceiver 110 responds to the query packet, and at index (Y), a response packet (flight time) is returned to the UWB controller 120.

[0049] At index (Z), the distance between the mobile device 106 and the vehicle 102 is calculated based on, for example, the time between sending a challenge data packet (time of flight) and receiving a response packet (time of flight) minus the responder time caused by the mobile UWB transceiver 110 to reply, given the speed of light. In some examples, the precise location of the mobile device 106 can be determined using a three-sided (or more) positioning method via the antenna 116 of the vehicle 102.

[0050] At index (α), the position (and / or distance) is provided to the ECU 104 of the vehicle 102. At index (β), the heading of the mobile device 106 may also be provided to the ECU 104 of the vehicle 102 based on the continuous PSM message 202 sent to the vehicle 102 indicating the heading of the mobile device 106.

[0051] At index (γ), the ECU 104 may operate features of the vehicle 102 based on the precise UWB-determined location of the mobile device 106 and based on the heading of the mobile device 106 .

[0052] Figure 4A An example 400A is shown of a user approaching a vehicle 102, where a mobile device 106 is predicted to be heading toward the vehicle 102. As shown, the vehicle 102 is surrounded by a BT pairing distance 402 and a smaller UWB ranging distance 404. The mobile device 106 is tracked along a path / heading 406, which is extrapolated to an estimated path / heading 408. The estimated path / heading 408 leads to the vehicle 102.

[0053] Based on the user's location and the user's path prediction, the vehicle 102 may activate welcome lights and load a user profile (cabin adjustments, unlocking the vehicle 102, etc.) as the user approaches. In this example 400A, the UWB controller 120 may activate to continue accurate tracking of the mobile device 106 to the vehicle 102. When the mobile device 106 reaches the welcome distance, the lighting features controlled by the ECU 104 may be activated. In addition, the ECU 104 may initiate pre-conditioning of the cabin of the vehicle 102 in anticipation of the user entering the vehicle 102. If the user arrives at a short distance from the vehicle 102, for example, less than one meter, the vehicle 102 may be turned on and unlocked.

[0054] Figure 4B An alternative example 400B is shown of a user approaching a vehicle 102, where the mobile device 106 is predicted to pass by the vehicle 102. As shown, the vehicle 102 is again surrounded by the BT pairing distance 402 and the smaller UWB ranging distance 404. The mobile device 106 is tracked along a path / heading 406, which is extrapolated to an estimated path / heading 408. The estimated path / heading 408 shows that the mobile device 106 may pass by the vehicle 102 without approaching the vehicle 102.

[0055] Since the user heading and the user path prediction are not toward the vehicle 102, the vehicle 102 may avoid activating the welcome lights or other features, thereby preventing false alarms of the vehicle 102 and saving power for the vehicle 102. Therefore, in this alternative example 400B, the UWB controller 120 may not be activated, nor may the cabin preconditioning or welcome lighting be activated, and the vehicle 102 may not be unlocked.

[0056] Figure 5An example process 500 for performing precise path based passive entry is shown. In an example, the process 500 may be performed by a component of a vehicle 102 in the context of the system 100 discussed in detail herein. For example, the vehicle 102 may include a first transceiver configured to operate via a first protocol and one or more second transceivers operating via a second protocol having a shorter range but more precise location accuracy than the first protocol. In a non-limiting example, the first protocol is Bluetooth, the second protocol is UWB, the first transceiver is the BLEM 118, and the second transceiver is the UWB controller 120.

[0057] At operation 502, the vehicle 102 receives messages from the mobile device 106 via a first protocol. Each of the messages may indicate a heading of the mobile device 106 and a current location of the mobile device 106. In an example, the message may be a PSM message 202.

[0058] At operation 504, the vehicle 102 authenticates the mobile device 106. In an example, the vehicle 102 may identify whether the PSM message 202 originates from a mobile device 106 that is on a friendly list of devices that are authorized to use the vehicle 102. For example, the PSM message 202 may include a MAC or other identifier of the mobile device 106 that may be looked up in a database of allowed identifiers. The vehicle 102 may perform this authentication without having to pair with the mobile device 106. In response to authentication indicating that the mobile device 106 is on the list of authorized devices that may access the vehicle 102, control proceeds to operation 506. Otherwise, the process 500 ends.

[0059] At operation 506, the vehicle 102 sends the location of the vehicle 102 to the mobile device 106 via the first protocol. (Alternatively, the mobile device 106 uses the last known location of the vehicle 102 stored to the mobile device 106.) Using the location information of the vehicle 102, the mobile device 106 may be able to determine its distance from the vehicle 102, for example, using its GNSS controller 112.

[0060] At operation 508, the vehicle 102 determines whether the mobile device 106 is within a first distance from the vehicle 102. In an example, in response to the mobile device 106 determining that the current location of the mobile device 106 is within a first threshold distance from the vehicle 102 (e.g., the BT pairing distance 402 discussed above), the mobile device 106 may send a request to the vehicle 102 to pair with the vehicle 102. In another example, the vehicle 102 may utilize the received PSM message 202 including the location of the mobile device 106 to determine (and / or confirm) that the mobile device 106 is within the first distance threshold of the vehicle 102. If so, control proceeds to operation 510 to pair the vehicle 102 with the mobile device 106.

[0061] At operation 512, the vehicle 102 receives the credentials through a paired connection with the mobile device 106. In an example, the mobile device 106 may generate a passive key and may send the key to the vehicle 102 for verification. At operation 514, the vehicle 102 determines whether the mobile device 106 is authenticated through the paired connection with the vehicle 102. In an example, the vehicle 102 verifies that the passive key received by the vehicle 102 is authorized. If so, control proceeds to operation 516 because the vehicle 102 may allow activation of one or more second transceivers. If the mobile device 106 is not authenticated, the process 500 ends.

[0062] At operation 516, the vehicle 102 determines whether the heading of the mobile device 106 is toward the vehicle 102, and also determines whether the distance between the mobile device 106 and the vehicle 102 is within a second distance from the vehicle 102. In an example, the heading may be retrieved from the PSM message 202. In an example, the second distance may be the UWB ranging distance 404 discussed above. If the conditions are met, control passes to operation 518. Otherwise, control remains at operation 516.

[0063] At operation 518, the vehicle 102 performs ranging via the second protocol. In an example, the vehicle 102 may utilize one or more second transceivers to perform time-of-flight distance measurements between the vehicle 102 and the mobile device 106 to obtain a more precise position accuracy than is possible using the first protocol.

[0064] At operation 520 , the vehicle 102 determines whether the mobile device 106 is within a distance for activating a feature of the vehicle 102 . For example, the distance may be a distance shorter than a second predefined distance. If such a distance is reached, control passes to operation 522 .

[0065] At operation 522, the vehicle 102 activates features of the vehicle 102. For example, the vehicle 102 may activate the welcome lights and load the user profile (cabin adjustments, unlocking the vehicle 102, etc.), the vehicle 102 may start and unlock, and / or the vehicle 102 may initiate preconditioning of the cabin of the vehicle 102 in anticipation of the user entering the vehicle 102. It should be noted that the distances for activating different features may be different. For example, cabin preconditioning may begin at a greater distance than activating the welcome lights or unlocking the vehicle. After operation 522, the process 500 ends.

[0066] Thus, detecting the user approaching the vehicle 102 can be performed before the user reaches the vehicle 102 (e.g., 100 meters in advance) compared to using a traditional key fob that requires a closer approach. The disclosed method also reduces or removes the possibility of false alarms of the user approaching the vehicle 102 when the user is passing by the vehicle 102 instead by using the user path prediction, direction, and user location. By eliminating these false alarms, the energy use of the vehicle 102 can be reduced. The user's mobile device with its GNSS location and path prediction capabilities can also prepare the vehicle 102 for the user's arrival and give the vehicle 102 a sense of direction from where the user is arriving, so that the vehicle 102 has more information than just the RSSI value. For example, if the vehicle 102 knows the direction from which the user is coming, the vehicle 102 can only turn on the external UWB module on one side of the vehicle 102. The user path prediction and turning on the vehicle 102 based on the mobile device 106 can also be based on the regular schedule and known patterns of the vehicle 102 (e.g., the user's driving pattern). For example, the user's historical pattern can be maintained by the vehicle 102 and used to generate a regular schedule for the vehicle 102. The schedule may be used to infer the location, time, and / or direction of a user's approach or if the user has historically not approached the vehicle 102 as scheduled at this time and / or to provide assistance in these regards.

[0067] Figure 6 An example 600 of a computing device 602 for implementing aspects of precise path based passive entry is shown. Figure 6 , and refer to Figures 1 to 5 , the vehicle 102 and the mobile device 106 may be examples of such a computing device 602. As shown, the computing device 602 may include a processor 604 operatively connected to a storage device 606, a network device 608, an output device 610, and an input device 612. It should be noted that this is merely an example, and a computing device 602 having more, fewer, or different components may be used.

[0068] The processor 604 may include one or more integrated circuits that implement the functionality of a central processing unit (CPU) and / or a graphics processing unit (GPU). In some examples, the processor 604 is a system on a chip (SoC) that integrates the functionality of a CPU and a GPU. The SoC may optionally include other components (such as a storage device 606 and a network device 608) into a single integrated device. In other examples, the CPU and GPU are connected to each other via a peripheral connection device (such as a peripheral component interconnect (PCI) express) or another suitable peripheral data connection. In one example, the CPU is a commercially available central processing device that implements an instruction set, such as one of the x86, ARM, Power, or microprocessor (MIPS) instruction set families without interlocked pipeline stages.

[0069] Regardless of the details, during operation, the processor 604 executes stored program instructions retrieved from the storage device 606. The stored program instructions accordingly include software that controls the operation of the processor 604 to perform the operations described herein. The storage device 606 may include both non-volatile memory and volatile memory devices. Non-volatile memory includes solid-state memory, such as NAND flash memory, magnetic storage media, and optical storage media, or any other suitable data storage device that retains data when the system is disabled or loses power. Volatile memory includes static and dynamic random access memory (RAM), which stores program instructions and data during operation of the system 100.

[0070] The GPU may include hardware and software for displaying at least two-dimensional (2D) and optionally three-dimensional (3D) graphics to an output device 610. The output device 610 may include a graphical or visual display device, such as an electronic display screen, a display, a printer, or any other suitable device for reproducing a graphical display. As another example, the output device 610 may include an audio device, such as a speaker or headphones. As yet another example, the output device 610 may include a tactile device, such as a mechanically elevable device, which in an example may be configured to display Braille or another physical output that may be touched to provide information to a user.

[0071] Input device 612 may include any of a variety of devices that enable computing device 602 to receive control input from a user. Examples of suitable input devices that receive human interface input may include a keyboard, mouse, trackball, touch screen, voice input device, graphics tablet, etc.

[0072] The network devices 608 may each include any of a variety of devices that enable the vehicle 102, the mobile device 106, and / or the calibration data server 306 to send and / or receive data from an external device over a network. Examples of suitable network devices 608 include an Ethernet interface, a Wi-Fi transceiver, a cellular transceiver, or a Bluetooth or BLE transceiver, a UWB transceiver, or other network adapter or peripheral interconnect device that receives data from another computer or external data storage device, which may be useful for receiving large data sets in an efficient manner.

[0073] The process, method or algorithm disclosed herein may be capable of being delivered to / implemented by a processing device, a controller or a computer, which may include any existing programmable electronic control unit or a dedicated electronic control unit. Similarly, the process, method or algorithm may be stored as data and instructions that can be executed by a controller or a computer in many forms, including but not limited to information permanently stored on a non-writable storage medium such as a read-only memory (ROM) device and information that can be modified and stored on a writable storage medium such as a floppy disk, a tape, a compact disk (CD), a RAM device and other magnetic and optical media. The process, method or algorithm may also be implemented by a software executable object. Alternatively, the process, method or algorithm may be implemented in whole or in part using a suitable hardware component or a combination of hardware, software and firmware components, such as an application specific integrated circuit (ASIC), a field programmable gate array (FPGA), a state machine, a controller or other hardware component or device.

[0074] Although exemplary embodiments are described above, these embodiments are not intended to describe all possible forms covered by the claims. The words used in the specification are descriptive words rather than restrictive words, and it should be understood that various changes can be made without departing from the spirit and scope of the present disclosure. As previously described, the features of various embodiments can be combined to form other embodiments of the present invention that may not be explicitly described or shown. Although various embodiments may have been described as providing advantages or being superior to other embodiments or prior art implementations in terms of one or more desired characteristics, it should be recognized by those of ordinary skill in the art that one or more features or characteristics can be compromised to achieve the desired overall system properties, depending on the specific application and implementation. These properties may include, but are not limited to, strength, durability, life cycle, marketability, appearance, packaging, size, serviceability, weight, manufacturability, ease of assembly, etc. For this reason, in terms of one or more characteristics, to the extent that any embodiment is described as less than other embodiments or prior art implementations are ideal, these embodiments are not outside the scope of the present disclosure and may be desired for specific applications.

[0075] According to the present invention, a system for a path-based method for passive vehicle entry is provided, the system having: a first transceiver of a vehicle, the first transceiver being configured to operate via a first protocol; one or more second transceivers of the vehicle, the one or more second transceivers being configured to operate via a second protocol, the second protocol having a shorter range but more precise location accuracy than the first protocol; and one or more controllers of the vehicle, the one or more controllers being programmed to: receive messages from a mobile device via the first protocol, each of the messages indicating a heading of the mobile device and a current location of the mobile device; pair the vehicle with the mobile device in response to the current location of the mobile device being within a first threshold distance from the vehicle; and in response to the heading indicating that the mobile device is heading toward the vehicle and the current location of the mobile device being within a second threshold distance from the vehicle, the second threshold distance being closer to the vehicle than the first threshold distance, activating the one or more second transceivers to perform a time-of-flight distance measurement between the vehicle and the mobile device to obtain the more precise location accuracy, otherwise maintaining the one or more second transceivers in a deactivated mode.

[0076] According to an embodiment, the one or more controllers are also programmed to: verify that the mobile device is on a list of devices authorized to access the vehicle without pairing the mobile device; and in response to the verification indicating that the mobile device is authorized to access the vehicle, send the location of the vehicle to the mobile device to allow the mobile device to determine the distance from the vehicle.

[0077] According to an embodiment, the one or more controllers are further programmed to receive a request to pair the vehicle with the mobile device in response to the mobile device determining that the current location of the mobile device is within the first threshold distance from the vehicle.

[0078] According to an embodiment, the one or more controllers are also programmed to: once paired, authenticate the mobile device using a passive key received from the mobile device to the vehicle; and in response to the vehicle verifying the passive key, allow activation of the one or more second transceivers in response to the heading indicating that the mobile device is heading toward the vehicle and the current location of the mobile device is within the second threshold distance from the vehicle.

[0079] According to an embodiment, the one or more controllers are further programmed to activate a vehicle feature in response to the current location of the mobile device being within a third threshold distance from the vehicle, the third threshold distance being closer to the vehicle than the second threshold distance.

[0080] According to an embodiment, activating the vehicle feature comprises unlocking the vehicle.

[0081] According to an embodiment, activating the vehicle feature comprises preconditioning a cabin of the vehicle.

[0082] According to an embodiment, the first protocol is Bluetooth and the second protocol is Ultra Wideband (UWB).

[0083] According to an embodiment, the heading of the mobile device is extrapolated from a plurality of previous positions of the mobile device.

[0084] According to an embodiment, the one or more controllers are further programmed to: perform path prediction of the mobile device to determine an approaching direction or location of the mobile device; and activate a vehicle feature based on the approaching direction or location.

[0085] According to an embodiment, the vehicle feature comprises the one or more second transceivers, wherein only the one or more second transceivers on the side of the vehicle that the mobile device is approaching are activated.

[0086] According to an embodiment, the path prediction is used by the vehicle to prevent the activation of the vehicle feature in response to determining that the path prediction indicates that the mobile device will pass by the vehicle without approaching the vehicle, thereby suppressing false alarms.

[0087] According to an embodiment, the one or more controllers are further programmed to: track usage patterns of the vehicle over time to determine a regular schedule of likely usage of the vehicle; and use the schedule in conjunction with the path prediction to prevent activation of the vehicle feature in response to determining that the path prediction based on the schedule at a current time indicates that the mobile device will pass by the vehicle without approaching the vehicle, thereby suppressing false alarms.

[0088] According to the present invention, a method for a path-based method for passive vehicle entry includes: receiving messages from a mobile device to a vehicle via a first protocol, each of the messages indicating a heading of the mobile device and a current location of the mobile device; pairing the vehicle with the mobile device in response to the current location of the mobile device being within a first threshold distance from the vehicle; and activating one or more second transceivers via a second protocol to perform a time-of-flight distance measurement between the vehicle and the mobile device to obtain a more precise location accuracy in response to the heading indicating that the mobile device is moving toward the vehicle and the current location of the mobile device being within a second threshold distance from the vehicle, the second threshold distance being closer to the vehicle than the first threshold distance, otherwise maintaining the one or more second transceivers in a deactivated mode.

[0089] In one aspect of the present invention, the method includes: verifying that the mobile device is on a list of devices authorized to access the vehicle without pairing the mobile device; and in response to the verification indicating that the mobile device is authorized to access the vehicle, sending the location of the vehicle to the mobile device to allow the mobile device to determine the distance to the vehicle.

[0090] In one aspect of the invention, the method includes determining, by the mobile device, the distance to the vehicle using a stored vehicle position.

[0091] In one aspect of the invention, the method includes receiving a request to pair the vehicle with the mobile device in response to the mobile device determining that the current location of the mobile device is within the first threshold distance from the vehicle.

[0092] In one aspect of the present invention, the method includes: once paired, authenticating the mobile device using a passive key received from the mobile device to the vehicle; and in response to the vehicle verifying the passive key, allowing activation of the one or more second transceivers in response to the heading indicating that the mobile device is heading toward the vehicle and the current location of the mobile device is within the second threshold distance from the vehicle.

[0093] In one aspect of the invention, the method includes activating a vehicle feature in response to the current location of the mobile device being within a third threshold distance from the vehicle, the third threshold distance being closer to the vehicle than the second threshold distance.

[0094] In one aspect of the invention, activating the vehicle feature includes unlocking the vehicle.

[0095] In one aspect of the invention, activating the vehicle feature includes preconditioning a cabin of the vehicle.

[0096] In one aspect of the invention, the first protocol is Bluetooth and the second protocol is Ultra Wideband (UWB).

[0097] In one aspect of the invention, the heading of the mobile device is extrapolated from a plurality of previous locations of the mobile device and / or based on a destination input from a navigation system of the mobile device.

[0098] In one aspect of the invention, the method: performs path prediction of the mobile device to determine an approach direction or position of the mobile device; and activates a vehicle feature based on the approach direction or position.

[0099] In one aspect of the invention, the vehicle feature includes the one or more second transceivers, wherein only the one or more second transceivers on the side of the vehicle that the mobile device is approaching are activated.

[0100] In one aspect of the invention, the path prediction is used by the vehicle to prevent the activation of the vehicle feature in response to determining that the path prediction indicates that the mobile device will pass by the vehicle without approaching the vehicle, thereby suppressing false alarms.

[0101] In one aspect of the invention, the method includes: tracking usage patterns of the vehicle over time to determine a regular schedule of likely usage of the vehicle; and using the schedule in conjunction with the path prediction to prevent the activation of the vehicle feature in response to determining that the path prediction based on the schedule at a current time indicates that the mobile device will pass by the vehicle without approaching the vehicle, thereby suppressing false alarms.

[0102] According to the present invention, a non-transitory computer-readable medium is provided, the non-transitory computer-readable medium having instructions for a path-based method for passive vehicle entry, the instructions, when executed by one or more controllers of a vehicle, cause the vehicle to perform operations, the operations comprising: receiving messages from a mobile device via a first protocol, each of the messages indicating a heading of the mobile device and a current location of the mobile device; verifying that the mobile device is on a list of devices authorized to access the vehicle without pairing the mobile device; in response to the verification indicating that the mobile device is authorized to access the vehicle, sending the location of the vehicle to the mobile device to allow the mobile device to determine its distance from the vehicle; in response to the current location of the mobile device being within a first threshold distance from the vehicle, pairing the vehicle with the mobile device once paired, authenticating the mobile device using a passive key of the vehicle received from the mobile device; in response to the vehicle verifying the passive key, allowing one or more second transceivers operating via a second protocol to be activated in response to the heading indicating that the mobile device is heading toward the vehicle and the current location of the mobile device is within a second threshold distance from the vehicle, the second threshold distance being closer to the vehicle than the first threshold distance; and in response to the heading indicating that the mobile device is heading toward the vehicle and the current location of the mobile device is within the second threshold distance from the vehicle, activating the one or more second transceivers to perform a time-of-flight distance measurement between the vehicle and the mobile device to obtain a more precise location accuracy, otherwise maintaining the one or more second transceivers in a deactivated mode.

[0103] According to an embodiment, the first protocol is Bluetooth and the second protocol is Ultra Wideband (UWB).

Claims

1. A method for a path-based approach to passive vehicle entry, the method comprising: receiving messages from a mobile device to a vehicle via a first protocol, each of the messages indicating a heading of the mobile device and a current location of the mobile device; pairing the vehicle with the mobile device in response to the current location of the mobile device being within a first threshold distance from the vehicle; as well as In response to the heading indicating that the mobile device is heading toward the vehicle and the current location of the mobile device is within a second threshold distance from the vehicle, the second threshold distance being closer to the vehicle than the first threshold distance, activating a second transceiver through a second protocol to perform a time-of-flight distance measurement between the vehicle and the mobile device to obtain a more precise location accuracy, otherwise maintaining the second transceiver in a deactivated mode.

2. The method of claim 1, further comprising: verifying that the mobile device is on a list of devices authorized to access the vehicle without pairing the mobile device; as well as In response to the verification indicating that the mobile device is authorized to access the vehicle, the location of the vehicle is sent to the mobile device to allow the mobile device to determine the distance to the vehicle. 3 . The method of claim 1 , further comprising determining, by the mobile device, the distance to the vehicle using a stored vehicle location. 4 . The method of claim 1 , further comprising receiving a request to pair the vehicle with the mobile device in response to the mobile device determining that the current location of the mobile device is within the first threshold distance from the vehicle.

5. The method of claim 1, further comprising: Once paired, authenticating the mobile device using a passive key received from the mobile device to the vehicle; as well as In response to the vehicle authenticating the passive key, enabling activation of the second transceiver in response to the heading indicating that the mobile device is heading toward the vehicle and the current location of the mobile device is within the second threshold distance from the vehicle. 6 . The method of claim 1 , further comprising activating a vehicle feature in response to the current location of the mobile device being within a third threshold distance from the vehicle, the third threshold distance being closer to the vehicle than the second threshold distance. The method of claim 6 , wherein activating the vehicle feature comprises unlocking the vehicle.

8. The method of claim 6, wherein activating the vehicle feature includes preconditioning a cabin of the vehicle.

9. The method of claim 1, wherein the first protocol is Bluetooth and the second protocol is Ultra Wideband (UWB).

10. The method of claim 1, wherein the heading of the mobile device is extrapolated from a plurality of previous positions of the mobile device.

11. The method of claim 1, further comprising: performing path prediction of the mobile device to determine an approach direction or position of the mobile device; as well as Vehicle features are activated based on the approach direction or location.

12. The method of claim 11, wherein the vehicle feature comprises a component of the second transceiver, wherein only the component on the side of the vehicle that the mobile device is approaching is activated.

13. The method of claim 11, wherein the path prediction is used by the vehicle to prevent the activation of the vehicle feature in response to determining that the path prediction indicates that the mobile device will pass by the vehicle without approaching the vehicle, thereby suppressing false alarms.

14. The method of claim 11, further comprising: tracking usage patterns of the vehicle over time to determine a regular schedule of likely usage of the vehicle; as well as The schedule is used in conjunction with the path prediction to prevent the activation of the vehicle feature in response to determining that the path prediction based on the schedule at a current time indicates that the mobile device will pass by the vehicle without approaching the vehicle, thereby suppressing false alarms.

15. A system for a path-based method for passive vehicle entry, the system comprising: a first transceiver of the vehicle, the first transceiver being configured to operate via a first protocol; a second transceiver of the vehicle, the second transceiver configured to operate via a second protocol having a shorter range but more precise position accuracy than the first protocol; and One or more controllers of the vehicle, the one or more controllers being programmed to perform the method of any one of claims 1 to 14.

Images