A multi-key technology system and a control method thereof

Abstract

The application discloses a multi-key technology system and a control method thereof, and relates to the technical field of keyless entry and starting control of intelligent vehicles, and comprises the following steps: constructing a master-slave type multi-key technology architecture, integrating a communication module in a single master controller, and integrating a Bluetooth communication channel, a UWB communication channel, an NFC identification channel, a remote control receiving channel and a PEPS low-frequency driving channel, connecting a vehicle-mounted CAN bus, a door lock driving unit and an engine or vehicle starting unit, and using a slave node for Bluetooth, NFC and UWB identification. The application integrates the functions of Bluetooth, UWB, NFC, remote control and PEPS by means of a single master control integrated multi-key technology architecture, reduces the hardware cost and power consumption, combines unified scheduling, security authentication and single-anchor positioning, improves the system compatibility, safety, response speed and expansion capability, and meets the multi-key control requirements of different vehicle models.

Description

Technical Field

[0001] This invention relates to the field of keyless entry and start control technology for intelligent vehicles, specifically to a multi-key technology system and its control method. Background Technology

[0002] Current vehicle access control and start systems commonly employ various key forms, including traditional radio frequency remote control keys, PEPS low-frequency wake-up keyless systems, Bluetooth BLE digital keys, UWB high-precision positioning digital keys, and NFC digital keys. With the development of intelligent vehicles, different types of digital keys are increasingly being used for vehicle unlocking, start authorization, and identity recognition. However, existing solutions typically deploy each key system independently, with different control units handling signal reception, authentication, and vehicle control for each key. Because different key technologies use different communication protocols and authentication mechanisms, the lack of a unified and coordinated control architecture between systems leads to a complex overall structure for multi-key vehicle systems. Current multi-key technology primarily relies on the integration of PEPS systems with Bluetooth keys, NFC keys, and UWB keys, utilizing the body controller or vehicle controller for related function control. As the number of key types continues to increase, the difficulty of system integration continues to rise.

[0003] Existing technologies suffer from the following shortcomings: First, the multi-system discrete architecture leads to redundant hardware resource configuration, increasing the number of chips, antennas, and wiring harnesses, resulting in higher BOM costs. Furthermore, the independent nature of different key protocol stacks increases development and maintenance costs. Second, the independent authentication logic for each key type can easily lead to permission conflicts and inconsistent responses when multiple keys are triggered simultaneously, impacting user experience. Third, the dispersed security mechanisms across different key systems are susceptible to security risks such as relay attacks, replay attacks, and unauthorized access. Additionally, the inconsistent accuracy of various key positioning methods can cause misjudgments in vehicle interior and exterior positioning, reducing the reliability of contactless entry and start control. Moreover, existing UWB digital keys typically use the TDOA positioning algorithm, requiring at least three anchor points, resulting in higher hardware costs and more complex system deployment. Furthermore, existing solutions are complex to upgrade when adapting to new key forms and struggle to quickly adapt to evolving digital key technologies. Therefore, existing multi-key systems for vehicles cannot simultaneously meet the application requirements of low cost, low power consumption, high compatibility, and high security.

[0004] The information disclosed in the background section is only intended to enhance the understanding of the background of this disclosure, and therefore may include information that does not constitute prior art known to those skilled in the art. Summary of the Invention

[0005] The purpose of this invention is to provide a multi-key technology system and its control method to solve the problems in the background art.

[0006] To achieve the above objectives, the present invention provides the following technical solution: a multi-key control method, comprising the following steps: A master-slave multi-key technology architecture is constructed. The single master controller integrates a communication module and integrates Bluetooth communication channels, UWB communication channels, NFC identification channels, remote control receiving channels and PEPS low-frequency drive channels. It connects to the vehicle CAN bus, door lock drive unit and engine or vehicle start unit. Slave nodes are used for Bluetooth, NFC and UWB identification. When the vehicle is parked and locked, the single main controller enters sleep mode, while retaining Bluetooth broadcast monitoring, NFC field detection, remote control carrier detection, and PEPS low-frequency inspection. When a key trigger signal is detected, the single main controller and corresponding function channels are awakened, while irrelevant function channels remain in sleep mode. After the task is completed, the sleep mode is restored. The single master controller, after being woken up, collects Bluetooth connection requests, UWB ranging frames, NFC card authentication frames, remote control button codes, and PEPS low-frequency response signals. After decoding and synchronization processing, it parses and extracts identity identifiers, command codes, location information, and verification data according to the preset protocol stack. A priority queue is established based on the parsed multi-key data. Command arbitration is executed in the order of NFC emergency command, UWB high-precision positioning control, PEPS keyless entry and start control, Bluetooth digital key control and remote key control. Commands with the same priority are sorted according to timestamp, and conflicting commands are blocked or cached. Based on UWB key control commands, the vehicle-mounted single-anchor UWB antenna receives key response frames and uses AOA, PDOA and TOF joint algorithms to calculate distance and azimuth angle, outputting positioning results for contactless unlocking, automatic welcome and anti-relay attack determination. Based on the location results and the control commands after arbitration, the unified security authentication mechanism is used to verify the key's identity, permissions, and data integrity, and performs encryption authentication, anti-replay, and anti-relay attack processing. After successful authentication, the vehicle is controlled to unlock, lock, open the trunk, authorize the start, and control the welcome lights, and the execution status is fed back.

[0007] The master-slave multi-key technology architecture includes a single master controller and at least one slave node. The single master controller integrates a communication module and is configured with Bluetooth communication channels, UWB communication channels, NFC identification channels, remote control receiving channels, and PEPS low-frequency drive channels. The single master controller connects to the vehicle's CAN bus and interacts with the door lock drive unit, engine start unit, or vehicle start unit. The slave node is used to collect Bluetooth identification information, NFC identification information, and UWB identification information to expand the key recognition capability in different vehicle areas.

[0008] The slave node supports both single-technology integration and multi-technology integration. When the vehicle adds the requirement for in-vehicle NFC card recognition, the corresponding slave node completes the NFC card information collection and sends the collection results to the single master controller for unified processing. The single master controller completes key information interaction based on the received recognition data, enabling the master node to meet the functional requirements of Bluetooth, UWB and NFC, and adjusts the layout of the key recognition area through the slave nodes.

[0009] The single master controller is configured with an on-demand wake-up control mechanism. After the vehicle is parked and locked, it enters a deep sleep state, maintaining only Bluetooth broadcast listening, NFC field detection, remote control carrier detection, and PEPS low-frequency periodic inspection functions. When a mobile phone Bluetooth, UWB or NFC proximity request, remote key button request or PEPS low-frequency sensing request is detected, the corresponding communication channel generates a wake-up interrupt, waking up the single master controller and the corresponding functional channel.

[0010] The on-demand wake-up control mechanism also includes hibernation recovery control. After the single main controller completes the processing of the current key request, it detects the vehicle's operating status. If no new key request is detected and the preset no-operation conditions are met, it controls the woken-up function channels to return to the hibernation state and keeps the untriggered communication channels in the hibernation state to reduce static power consumption when the vehicle is parked.

[0011] Multi-key signal acquisition and protocol parsing includes using an integrated communication module to synchronously acquire Bluetooth connection requests, UWB ranging frames, NFC card authentication frames, remote control button codes, and PEPS low-frequency response signals. The acquired data is then subjected to physical layer decoding and link layer synchronization processing. The processed data is uploaded to a single master controller, which parses and extracts the identity identifier, command code, location information, and verification data according to a preset protocol stack.

[0012] The single master controller establishes a multi-level priority queue based on the parsed multi-key data, and executes the instruction scheduling in the order of NFC emergency instructions, UWB high-precision positioning control, PEPS keyless entry and start control, Bluetooth digital key control, and remote key control. Control instructions corresponding to the same priority are sorted according to timestamps, and conflicting control instructions are masked or cached according to priority.

[0013] The single-anchor-point positioning solution uses an on-board single-anchor-point UWB antenna to receive the key terminal response frame, and performs joint calculations based on the AOA angle of arrival algorithm, PDOA phase difference of arrival algorithm, and TOF two-way time of arrival algorithm to obtain the distance information and azimuth information between the key terminal and the vehicle, outputting centimeter-level positioning results, and applying the positioning results to contactless unlocking, automatic welcome, and anti-relay attack determination.

[0014] Single-anchor-point positioning is adapted to the needs of different vehicle configurations. Low-end and mid-range vehicles use a single-anchor-point UWB antenna to complete the positioning requirements of PEPS and digital key, thereby reducing the number of positioning hardware configurations. Mid-to-high-end vehicles improve positioning accuracy by adding slave nodes, and use slave nodes to help optimize the key recognition range and user experience.

[0015] A multi-key technology system includes an architecture integration module, a low-power wake-up module, a signal parsing module, a command arbitration module, a single anchor point positioning module, and a security authentication execution module. The architecture integrates modules to build a master-slave multi-key technology architecture. The single master controller integrates a communication module and integrates Bluetooth communication channels, UWB communication channels, NFC identification channels, remote control receiving channels and PEPS low-frequency drive channels. It connects to the vehicle CAN bus, door lock drive unit and engine or vehicle start unit. The slave nodes are used for Bluetooth, NFC and UWB identification. The low-power wake-up module controls the single main controller to enter sleep mode when the vehicle is parked and locked, while retaining Bluetooth broadcast listening, NFC field detection, remote control carrier detection and PEPS low-frequency inspection. When a key trigger signal is detected, the single main controller and the corresponding functional channel are woken up, while the irrelevant functional channels remain in sleep mode. After the task is completed, the module returns to sleep mode. The signal parsing module uses the single master controller after wake-up to collect Bluetooth connection requests, UWB ranging frames, NFC card authentication frames, remote control button codes and PEPS low-frequency response signals. After decoding and synchronization processing, it parses and extracts identity identifiers, command codes, location information and verification data according to the preset protocol stack. The command arbitration module establishes a priority queue based on the parsed multi-key data and executes command arbitration in the order of NFC emergency command, UWB high-precision positioning control, PEPS keyless entry and start control, Bluetooth digital key control and remote key control. Commands with the same priority are sorted according to timestamp, and conflicting commands are either masked or cached. The single-anchor-point positioning module, based on UWB key control commands, uses the vehicle-mounted single-anchor-point UWB antenna to receive key terminal response frames, and uses AOA, PDOA and TOF joint algorithms to calculate distance and azimuth angle, and outputs positioning results for contactless unlocking, automatic welcome and anti-relay attack determination. The security authentication execution module verifies the key's identity, permissions, and data integrity using a unified security authentication mechanism based on the location results and the arbitrated control commands. It also performs encryption authentication, anti-replay, and anti-relay attack processing. After successful authentication, the module controls the vehicle to unlock, lock, open the trunk, authorize the start, and control the welcome lights, and provides feedback on the execution status.

[0016] The technical effects and advantages provided by the present invention in the above technical solution are as follows: This invention replaces the traditional multi-master discrete architecture with an architecture combining a single master controller and an integrated communication module. It centralizes various key technology functions, such as Bluetooth, UWB, NFC, remote control reception, and PEPS low-frequency drive, into a single control architecture. This reduces the number of independent control chips, communication antennas, wiring harnesses, and mounting structures, thereby lowering the hardware investment cost of the vehicle's multi-key technology system. Simultaneously, this architecture provides unified management of different key forms, reducing the data interaction requirements between multiple independent key control units, resulting in a simpler overall structure, reduced vehicle layout complexity, and improved integration of multi-key technology solutions.

[0017] This invention manages the operational status of a vehicle key control system through on-demand wake-up and hierarchical sleep control. After the vehicle is parked and locked, the system enters a low-power sleep state, maintaining only essential functions such as Bluetooth broadcast monitoring, NFC field detection, remote control carrier detection, and PEPS low-frequency periodic checks. When a valid key request is detected, only the corresponding function channel and the single main controller are awakened, while other untriggered functions remain in sleep mode, reducing static power consumption caused by invalid operation. Simultaneously, the system automatically returns to sleep mode when the task is completed and there is no further continuous operation, reducing power consumption during long-term vehicle parking and extending the lifespan of the vehicle's power supply.

[0018] This invention utilizes a unified scheduling and priority arbitration mechanism to centrally process control requests from various key technologies such as Bluetooth, UWB, NFC, remote keys, and PEPS, avoiding protocol conflicts and inconsistent responses caused by the independent operation of each key system in traditional multi-key architectures. By establishing unified control logic, different key types can complete instruction processing according to preset rules, achieving seamless switching between various key forms. Simultaneously, the unified data processing link improves system reliability, enabling vehicles to flexibly select the appropriate key method for entry and start control based on different application scenarios.

[0019] This invention employs a single-anchor-point UWB positioning method, utilizing a joint algorithm of AOA, PDOA, and TOF to calculate key distance and azimuth information. It outputs centimeter-level positioning results without requiring multiple UWB anchor points, meeting the positioning requirements of PEPS keyless entry and digital key systems. This method reduces the number of vehicle-side positioning devices, lowers installation difficulty and hardware configuration costs, and facilitates the large-scale application of multi-key vehicle technology solutions. Simultaneously, the single-anchor-point positioning structure simplifies the internal layout of the vehicle, improving the deployment flexibility of the positioning solution.

[0020] This invention constructs a unified security engine to perform unified identity verification, permission verification, and data integrity verification on different types of keys. It also incorporates symmetric encryption, asymmetric encryption, key negotiation, anti-replay, and anti-relay attack mechanisms to enhance security during multi-key control. Compared to using independent security authentication methods for different keys, this approach unifies key access permissions, reducing the risks associated with fragmented security policies. When abnormal authentication requests are detected, relevant logs are recorded and alarms are triggered, improving vehicle security control capabilities and giving the multi-key technology system higher security and reliability.

[0021] This invention shortens the data processing link between key requests and vehicle responses by centrally processing multi-key signal acquisition, protocol parsing, command arbitration, and security authentication through a single master controller, thereby improving the efficiency of control command execution. Simultaneously, the arbitration and security authentication processes can operate collaboratively, enabling the vehicle to quickly complete identity verification and control output upon receiving a valid key request. This results in a smoother, seamless entry, vehicle unlocking, and start-up authorization process, enhancing the user experience.

[0022] This invention possesses strong system scalability, employing differentiated configurations to address various vehicle positioning needs. In low-to-mid-range vehicles, a single-anchor UWB positioning solution can be used, significantly reducing BOM costs and increasing the solution's applicability while meeting PEPS and digital key positioning requirements. In mid-to-high-end vehicles, slave nodes can be added based on the vehicle's requirements for positioning accuracy and user experience. These slave nodes assist in identification and positioning optimization, improving the key recognition range and positioning effectiveness. This scalability approach adapts to different vehicle configuration requirements, ensuring consistency in basic functions while enabling flexible deployment of the vehicle key control system. Attached Figure Description

[0023] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in this invention. For those skilled in the art, other drawings can be obtained based on these drawings.

[0024] Figure 1 This is a schematic diagram of the vehicle layout of the master-slave multi-key technology system of the present invention.

[0025] Attached diagram labels: 1. Single master control layout 1; 2. Slave node; 3. Single master control layout 2.

[0026] Figure 2 This is a schematic diagram of the single anchor point positioning algorithm of the present invention.

[0027] Attached label: 4. Single master controller; 5. Key.

[0028] Figure 3 This is a system block diagram of the present invention.

[0029] Figure 4 This is a schematic diagram of the modules of the present invention. Detailed Implementation

[0030] Exemplary embodiments will now be described more fully with reference to the accompanying drawings. However, these exemplary embodiments can be implemented in many forms and should not be construed as limited to the examples set forth herein; rather, they are provided so that the description of this disclosure will be more complete and fully convey the concept of the exemplary embodiments to those skilled in the art.

[0031] This invention provides, for example Figure 1 and Figure 2 The multi-key control method shown includes the following steps: The architecture adopts a master-slave structure, using a single master controller as the core control unit to achieve centralized management and unified control of different key technologies. The single master controller integrates a communication module with Bluetooth, UWB, NFC identification, remote control reception, and a PEPS low-frequency drive channel, enabling a single control node to receive, interact with, and control data from various key types. Compared to configuring separate control units for different key technologies, this architecture centralizes multiple key interfaces within a single master controller, allowing Bluetooth keys, UWB keys, NFC keys, remote control keys, and PEPS keys to all connect to the same control link, achieving integrated management of multiple key technologies.

[0032] The single master controller establishes a communication connection with the vehicle's internal control network, specifically connecting to the onboard CAN bus, and interacts with the door lock drive unit, engine start unit, or vehicle start unit. Upon receiving a control request from the key terminal, the single master controller can obtain key information based on the corresponding communication channel and send the processed control commands to the vehicle actuators to achieve vehicle door lock control and start authorization control. Data transmission between the single master controller and other vehicle control units is completed via the onboard CAN bus, forming a complete data interaction link between the key recognition process and the vehicle execution process.

[0033] In a master-slave architecture, slave nodes assist in Bluetooth, NFC, and UWB identification. Slave nodes can be configured according to the vehicle's interior layout and functional requirements to enhance key recognition capabilities in different areas. For example, when NFC card recognition is added to the vehicle's interior, a slave node can be added at the corresponding recognition location. This slave node collects NFC card information and transmits the results to the single master controller for unified processing. Through the expanded configuration of slave nodes, key recognition needs under different vehicle structures can be accommodated.

[0034] A single master controller can meet the functional requirements of multiple key technologies such as Bluetooth, UWB, and NFC. In applications with relatively simple vehicle configurations, a single master controller can handle the main key recognition and control functions without the need for additional recognition nodes, thus reducing the complexity of the system structure. However, when vehicles have higher requirements for recognition range, recognition area, and user experience, the number of slave nodes can be increased to assist in key recognition in corresponding areas, thereby expanding the system's functionality.

[0035] This master-slave architecture supports both single-technology and multi-technology integration. To meet different vehicle configuration needs, it can be configured with only Bluetooth, UWB, or NFC recognition functions, or multiple key recognition technologies can be integrated simultaneously. For example, when a vehicle is equipped with a Bluetooth digital key, a single master controller can handle Bluetooth connection request reception, identity information exchange, and control command transmission; when a vehicle is equipped with a UWB digital key, a single master controller can handle UWB data communication; and when an NFC card recognition function is added, a single master controller can work with corresponding slave nodes to complete NFC recognition control. Through flexible combinations of different communication methods, multiple key types can operate within the same architecture.

[0036] In actual deployment, the single master controller serves as the core control node, and its installation position can be adjusted according to the vehicle structure. Slave nodes are then deployed to assist in the process based on the required recognition area. For example, corresponding slave nodes can be placed in the door area, interior area, or other locations requiring key recognition, ensuring that key signals are effectively collected and transmitted to the master controller for further processing. Through data collaboration between the master and slave nodes, the key recognition range is optimized, while reducing the hardware redundancy issues associated with multiple independent key control architectures.

[0037] In this architecture, the single master controller not only handles data aggregation between different key technologies but also provides unified processing during multi-key control. Bluetooth, UWB, NFC, remote control receiver, and PEPS low-frequency drive channel are all connected to the single master controller, which handles data reception and processing for different communication methods, enabling the vehicle to maintain unified control logic even when multiple key types are present simultaneously. Through this master-slave architecture design, centralized deployment of multi-key technology in vehicle access control and start-up scenarios is achieved.

[0038] Furthermore, the slave node configuration offers good scalability. When a vehicle only requires basic key recognition functionality, the number of slave nodes can be reduced, with a single master controller handling the main functions. When a vehicle needs to add recognition capabilities for specific areas, corresponding slave nodes can be added as needed without altering the overall control architecture. This approach adapts to different vehicle classes and functional configuration requirements, ensuring compatibility with multi-key technology while improving system deployment flexibility.

[0039] In summary, this multi-key technology system employs a single master controller integrating multiple communication and identification channels, and works with slave nodes to complete extended identification. It connects to the vehicle's actuator unit via the vehicle's CAN bus, enabling unified access and control of various key technologies such as Bluetooth, UWB, NFC, remote control reception, and PEPS low-frequency drive. This architecture supports both single-technology applications and multi-technology integration, and the combination of master and slave nodes can be adjusted according to vehicle configuration requirements to achieve integrated deployment of multi-key technology.

[0040] When the vehicle is parked and locked, the multi-key technology system operates using an on-demand wake-up and low-power management approach, reducing overall power consumption during extended parking periods. After the vehicle locks, the single main controller enters deep sleep mode, maintaining only essential low-power detection functions, including Bluetooth broadcast monitoring, NFC field detection, remote control carrier detection, and PEPS low-frequency periodic checks. By retaining these low-power detection channels, the system ensures timely response to external key requests while minimizing power consumption from continuously operating multiple functional channels.

[0041] In deep sleep mode, the Bluetooth broadcast monitoring channel continuously detects the presence of Bluetooth key signals around the vehicle. When a user approaches the vehicle with a mobile phone that has Bluetooth, UWB, or NFC capabilities, the corresponding key communication request is detected, triggering a wake-up control signal. The NFC field detection channel detects the presence of a valid card or terminal near the NFC recognition area. When an NFC recognition request is detected, a corresponding wake-up interrupt is generated. The remote control carrier detection channel listens for carrier signals sent by the remote key. When the user presses a button on the remote key, the remote control carrier detection channel recognizes the button signal and triggers a wake-up action. The PEPS low-frequency inspection channel performs low-frequency detection according to a preset cycle. When a user enters the vehicle's sensing range with the corresponding key or triggers PEPS low-frequency sensing, a wake-up request is generated.

[0042] Different key types correspond to different functional channels, and each functional channel maintains independent detection while the vehicle is in sleep mode. When any key type generates a valid request, only the corresponding channel generates a wake-up interrupt, immediately waking up the single main controller and the functional channel corresponding to the current request. This puts the single main controller into working mode, enabling it to complete subsequent key signal reception, data processing, and control command interaction. Other functional channels that have not generated trigger requests remain in sleep mode and do not participate in the current wake-up process, thus avoiding additional power consumption caused by multiple unrelated functions running simultaneously.

[0043] This on-demand wake-up method responds selectively to different key types, including Bluetooth, UWB, NFC, remote keys, and PEPS low-frequency sensors, based on the actual triggering conditions. For example, when a user approaches the vehicle with their mobile phone, only the Bluetooth, UWB, or NFC recognition functions related to phone communication are activated; when the user presses the remote key, only the remote signal processing function is activated; and when the user triggers the PEPS low-frequency sensor, the PEPS-related recognition functions are activated. By using different wake-up paths for different key requests, the problem of continuous operation of each recognition unit in traditional multi-key architectures is avoided.

[0044] In the awakened operating state, the single main controller and corresponding functional channels complete the current task processing, including key signal reception, communication interaction, and control request processing. After the current key recognition task is completed, the system continuously monitors for subsequent operation requests. If no new key trigger signal or user operation is detected within a preset time, it automatically enters the sleep recovery process, causing the single main controller and the awakened functional channels to return to a low-power state. This automatic sleep mechanism after task completion prevents the vehicle from remaining in an operating state after completing a key interaction.

[0045] This low-power management method divides the vehicle's operating mode in the parked state into a deep sleep state, a wake-up response state, and a recovery state after task completion. In the deep sleep state, only Bluetooth broadcast monitoring, NFC field detection, remote control carrier detection, and PEPS low-frequency periodic inspection functions are run. When a user is detected carrying a mobile phone, pressing the remote key, or triggering the PEPS low-frequency sensor, a wake-up interrupt is generated according to the corresponding key type. In the wake-up response state, the corresponding key function is processed by a single main controller. When the task is completed and there is no operation timeout, the system automatically returns to the sleep state.

[0046] By employing on-demand wake-up and low-power management, different key technologies do not need to maintain a fully functional state for extended periods. Instead, they only activate the corresponding functional channels when a valid request is detected, thereby reducing the vehicle's static power consumption. Simultaneously, this approach retains compatibility with Bluetooth, UWB, NFC, remote keys, and PEPS low-frequency functions, enabling multiple key types to achieve low-power operation and rapid response within the same control architecture.

[0047] The multi-key signal acquisition and protocol parsing process is completed based on an integrated communication module. This module uniformly collects requests from different types of keys currently present in the vehicle, enabling data access from various key types, including Bluetooth, UWB, NFC, remote control keys, and PEPS low-frequency keys. The integrated communication module can simultaneously acquire input signals corresponding to different communication methods, including Bluetooth connection requests, UWB ranging frames, NFC card authentication frames, remote control button codes, and PEPS low-frequency response signals, ensuring that data generated by different key technologies can enter a unified processing link.

[0048] During multi-key signal acquisition, the Bluetooth communication channel receives connection requests from mobile phones or other Bluetooth digital key devices, and obtains corresponding request information by detecting communication interactions initiated by the key. The UWB communication channel receives UWB ranging frames sent by the key, acquiring data for subsequent positioning calculations. The NFC identification channel acquires authentication frame information generated by the NFC card, enabling near-field key identity data acquisition. The remote control receiving channel receives key code information sent by the remote control key, acquiring corresponding control requests based on user operations. The PEPS low-frequency drive channel receives low-frequency response signals, completing the data acquisition of the PEPS key trigger state. Through the coordinated operation of these different communication channels, multiple key types can complete signal input under the same data acquisition architecture.

[0049] After completing the multi-key signal acquisition, the integrated communication module performs physical layer decoding on the acquired different types of signals, converting the received raw communication data into a recognizable data format. For Bluetooth connection requests, UWB ranging frames, NFC card authentication frames, remote control button codes, and PEPS low-frequency response signals, basic data parsing is performed according to the data transmission characteristics corresponding to their respective communication methods, extracting the valid information contained therein, and providing a data foundation for subsequent link layer synchronization processing.

[0050] After physical layer decoding is completed, link layer synchronization processing is further performed to ensure that data from different key types are synchronized according to their corresponding communication protocols. The link layer synchronization process performs communication status matching, data transmission verification, and data format processing on the received data, enabling data from different communication channels to be uploaded to the single master controller using a unified data interaction method. Through physical layer decoding and link layer synchronization processing, data format conversion between different key technologies and unified transmission of communication data are achieved.

[0051] The processed multi-key data is uploaded to a single master controller, which then performs further parsing according to a preset protocol stack. The preset protocol stack classifies the received Bluetooth connection requests, UWB ranging frames, NFC card authentication frames, remote control button codes, and PEPS low-frequency response signals based on the data format corresponding to different key types. It identifies the data content corresponding to different key types and extracts identity identifiers, command codes, location information, and verification data from the communication data.

[0052] Among them, the identity identifier is used to represent the identity information of the current key device or key terminal, and the single master controller obtains the corresponding key request source based on the identity identifier; the instruction code is used to represent the control request generated by the current key, enabling the single master controller to identify the corresponding control action; the location information is used to represent the location-related data between the key terminal and the vehicle, providing data support for subsequent key positioning and control judgment; the verification data is used to verify the validity of the communication data and ensure that the data uploaded to the single master controller is complete.

[0053] When different key types generate signal requests simultaneously, a single master controller can complete subsequent processing based on the uniformly parsed data. By unifying the collection, decoding, synchronization, and parsing of data generated by different key technologies, the problem of different keys using independent data processing links in traditional multi-key architectures is avoided. This enables data from Bluetooth keys, UWB keys, NFC keys, remote control keys, and PEPS keys to exchange information under the same control architecture.

[0054] In practical applications, when a user approaches the vehicle with their mobile phone, the integrated communication module receives Bluetooth connection requests, UWB ranging frames, or NFC authentication information, and transmits the corresponding data to the single main controller. When the user operates the remote key, the integrated communication module collects the remote key codes and uploads them to the single main controller. When the user triggers the PEPS low-frequency sensor, the integrated communication module acquires the PEPS low-frequency response signal and completes the corresponding data transmission. Signals generated by different keys are uniformly collected and parsed before entering the subsequent control process.

[0055] By employing a multi-key signal acquisition and protocol parsing method, Bluetooth connection requests, UWB ranging frames, NFC card authentication frames, remote control button codes, and PEPS low-frequency response signals are centrally integrated into a single main controller, enabling unified data processing for various key types. This method is compatible with data input from different communication protocols, improves the consistency of data interaction between multi-key technologies, and provides an accurate data foundation for subsequent identity authentication, command arbitration, and vehicle control.

[0056] In multi-key technology systems, the priority arbitration and command scheduling process addresses the control request conflicts that arise when multiple key types, such as Bluetooth digital keys, UWB digital keys, NFC digital keys, PEPS keyless entry and start keys, and remote control keys coexist. A multi-level priority queue is established to uniformly manage and schedule control commands generated by different key types. By setting corresponding priority levels for different key commands, when multiple key requests enter the control link simultaneously, command selection is completed according to preset priority rules, ensuring that high-security and high-real-time control commands are executed first.

[0057] The multi-level priority queue is divided according to key type and the importance of control requirements, with priorities from highest to lowest as follows: NFC emergency command > UWB high-precision positioning control > PEPS keyless entry / start > Bluetooth digital key control > remote key control. Among these, NFC emergency command has the highest priority and is used to execute emergency control requests via near-field NFC authentication in special circumstances; UWB high-precision positioning control is the second priority and is used to determine the key location and perform related controls based on high-precision positioning results; PEPS keyless entry / start control is used for keyless entry and start authorization; Bluetooth digital key control is used for digital key interaction with mobile phones; and remote key control is used for vehicle control requests generated by traditional remote control methods.

[0058] When a single master controller receives control requests from multiple key types, it first identifies the key type corresponding to each request and determines the corresponding priority level according to a preset priority queue. After control commands of different priorities enter the unified scheduling process, the higher-priority control command is executed first. For example, when an NFC emergency command and Bluetooth digital key control are generated simultaneously, the NFC emergency command is responded to first; when UWB high-precision positioning control and remote key control coexist, the UWB high-precision positioning control is processed first. This priority sorting method avoids inconsistencies in control responses caused by simultaneous requests from different key technologies.

[0059] For situations involving multiple control requests of the same priority, a timestamp-first rule is used for further prioritization. A single master controller acquires the time information corresponding to each control request and determines the execution order based on the timestamp sequence. When multiple key requests of the same priority enter the control chain simultaneously, control commands with earlier timestamps are executed first, while those with later timestamps wait for processing according to scheduling rules. This timestamp-first mechanism ensures a clear processing order for control requests of the same priority, improving control consistency during multi-key interactions.

[0060] When control commands conflict, they are either masked or cached according to priority. When low-priority and high-priority control commands coexist, the low-priority commands are masked to prevent low-security-level requests from affecting high-security-level control processes. For example, if UWB high-precision positioning control has already met the vehicle control conditions, duplicate control requests from other low-priority keys are not executed immediately. Control commands that are temporarily unable to execute but are still valid are cached and re-entered into the processing flow based on scheduling conditions after the current high-priority control request is completed.

[0061] By establishing a multi-level priority queue, control requests corresponding to different key types have clearly defined processing rules. Bluetooth digital keys, UWB digital keys, NFC digital keys, PEPS keyless entry and start keys, and remote control keys all enter the control link through a unified scheduling method, avoiding the permission conflicts and control chaos caused by independent responses from each key system in traditional multi-key architectures. A single master controller classifies different control requests based on the received identity identifier, command code, location information, and verification data, and completes command scheduling in conjunction with the priority queue.

[0062] In actual vehicle use, users may approach the vehicle simultaneously with both their mobile phone digital key and remote key, or multiple users with different key types may approach the vehicle at the same time. To address these scenarios, a priority arbitration mechanism can determine the control order based on key type. For example, when a mobile phone Bluetooth digital key request and a remote key unlocking request occur simultaneously, the Bluetooth digital key takes precedence over the remote key; when a PEPS keyless entry start request and a Bluetooth digital key request occur simultaneously, the PEPS keyless entry start request takes precedence over Bluetooth digital key control; and when an NFC emergency command is generated, the NFC emergency control request is responded to first.

[0063] This instruction scheduling method not only achieves control coordination between different key types, but also ensures that high-security and high-real-time instructions are executed first based on the importance of control requests. Through a combination of priority queues, timestamp sorting, conflict masking, and caching, the multi-key technology system can maintain stable operation under multiple concurrent requests, improving the reliability and consistency of vehicle access control and startup control processes.

[0064] The single-anchor-point positioning method is based on an onboard single-anchor-point UWB antenna. It uses a single UWB antenna on the vehicle as a positioning reference, wirelessly interacting with the key terminal to obtain response frames sent by the key. After receiving the response frame, the onboard single-anchor-point UWB antenna transmits the relevant positioning data to a single main controller, which then performs subsequent positioning calculations. This method differs from traditional schemes that use multiple UWB anchor points for spatial positioning; it utilizes only a single onboard UWB anchor point to complete key location identification, reducing the amount of hardware required on the vehicle.

[0065] During positioning data processing, a combined algorithm using AOA (Angle of Arrival), PDOA (Phase Difference of Arrival), and TOF (Time of Arrival) is used to calculate distance and azimuth information. After the vehicle-mounted single-anchor UWB antenna receives the key terminal's response frame, it obtains the key terminal signal's direction of arrival information using the AOA algorithm, the phase difference data between different receiving paths using the PDOA algorithm, and the communication time information between the key terminal and the vehicle using the TOF algorithm. The positioning parameters obtained from these multiple algorithms are then comprehensively calculated to determine the key terminal's position relative to the vehicle.

[0066] The AOA (Angle of Arrival) algorithm is used to obtain the angle information of the key terminal signal relative to the vehicle's single-anchor UWB antenna, enabling the vehicle to determine the direction of the key terminal. The PDOA (Phase Difference of Arrival) algorithm is used to obtain the signal phase change, further assisting in determining the spatial position of the key terminal. The TOF (Time of Arrival) algorithm is used to calculate the data transmission time between the key terminal and the vehicle, obtaining distance information based on the communication time. Through joint processing of AOA, PDOA, and TOF, the direction information, phase difference information, and distance information are comprehensively analyzed to output the key terminal's positioning result.

[0067] After joint algorithm calculation, centimeter-level positioning results are output, providing a basis for position determination for vehicle access control and start control. The positioning results reflect the positional relationship between the key and the vehicle, and determine whether the key is within the vehicle's effective control range. This positioning data can be used for contactless unlocking functions; when a user approaches the vehicle with the digital key and the positioning conditions are met, the vehicle can determine and execute corresponding controls based on the key's position. Simultaneously, the positioning data can also be used for automatic welcome functions, triggering vehicle welcome actions based on changes in the key's position near the vehicle. Furthermore, the positioning results can be used to prevent relay attacks, improving the security of the digital key control process by determining the spatial relationship between the actual key position and the vehicle.

[0068] Compared to traditional UWB digital keys that use the TDOA algorithm and configure multiple anchor points, the single-anchor-point positioning solution can meet the positioning requirements of PEPS and digital keys without setting up multiple vehicle-mounted UWB anchor points. With only one UWB antenna configured on the vehicle side, the position calculation is completed using a joint algorithm of AOA, PDOA, and TOF, reducing the number of positioning hardware components inside the vehicle and lowering the complexity of the system layout. At the same time, the single-anchor-point solution reduces the antenna installation location requirements, simplifies vehicle structural design, and helps reduce the hardware cost of the entire vehicle key control system.

[0069] To address the diverse positioning needs of different vehicles, this single-anchor-point positioning method supports applications at various configuration levels. In low-to-mid-range vehicles, a single-anchor-point solution can meet the requirements of PEPS keyless entry and start, as well as digital key positioning. By reducing the number of UWB positioning hardware components, BOM costs are effectively lowered, and the compatibility of multi-key technology solutions in low-to-mid-range vehicles is improved. In mid-to-high-end vehicles, positioning accuracy can be improved by adding slave nodes, optimizing the key recognition range and spatial positioning effect, based on the vehicle's requirements for positioning accuracy and user experience.

[0070] In low-to-mid-range vehicle applications, the vehicle does not need to be equipped with multiple UWB positioning nodes. It only needs to use the onboard single-anchor UWB antenna to complete the key terminal data reception and positioning calculation, which can reduce hardware investment while maintaining the basic functions of the digital key. In mid-to-high-end vehicle applications, by adding slave nodes to assist positioning, the vehicle can obtain key recognition information in more areas, improve positioning capabilities in complex vehicle structures, and achieve a better user experience.

[0071] This positioning method is compatible with functions such as Bluetooth, NFC, and PEPS in the multi-key technology architecture, and the positioning results can be used as the basis for location determination during multi-key control. When a Bluetooth digital key, UWB digital key, or other digital key generates a control request, the single-anchor UWB positioning result can be used to assist in determining whether the key is located in the vehicle's allowed control area, thereby providing data support for subsequent contactless unlocking, start authorization, and security judgment.

[0072] By receiving key response frames through a vehicle-mounted single-anchor UWB antenna and utilizing a joint algorithm of AOA, PDOA, and TOF to calculate distance and azimuth, the positioning requirements of PEPS and digital keys can be met without the need for multiple anchor points. This method balances positioning accuracy, hardware cost, and vehicle configuration adaptability. The positioning structure can be adjusted according to actual needs in different vehicle models. Low-end and mid-range models use a single-anchor solution to reduce BOM costs, while mid-to-high-end models add slave nodes to improve positioning accuracy, thus enabling flexible application of multi-key technology systems across different vehicle platforms.

[0073] The unified security authentication and command verification process is implemented based on a unified security engine. By constructing a centralized security processing mechanism, unified security authentication is performed on control requests generated by Bluetooth digital keys, UWB digital keys, NFC digital keys, remote control keys, and PEPS keys. Identity information, permission information, and control data generated by different key types all enter the unified security engine, which performs security processing, avoiding the problem of fragmented authentication logic caused by different keys using independent security mechanisms.

[0074] The unified security engine supports symmetric encryption, asymmetric encryption, key negotiation, anti-replay, and anti-relay attack mechanisms. Symmetric encryption is used for encrypted data exchange between the key and the vehicle, enhancing security during data transmission. Asymmetric encryption is used for secure verification during identity authentication, improving the reliability of key identification. Key negotiation establishes a secure communication relationship between the key and the vehicle, ensuring data security during interaction. The anti-replay mechanism identifies repeatedly sent historically valid data, preventing the use of previously obtained valid commands to initiate unauthorized control. The anti-relay attack mechanism combines key location information and communication data to identify abnormal forwarding behavior, reducing security risks caused by unauthorized extension of communication distance.

[0075] After a multi-key control request enters the unified security engine, all keys undergo unified identity verification, permission verification, and data integrity verification. Identity verification determines whether the current key is a legitimate key authorized to access the vehicle, confirming the key's origin based on its identity identifier. Permission verification determines the control permissions the current key possesses, preventing keys without the corresponding permissions from performing vehicle control operations. Data integrity verification verifies the integrity and validity of data transmitted during communication, preventing abnormal data modification from affecting subsequent control processes.

[0076] For different key types, including Bluetooth digital keys, UWB digital keys, NFC digital keys, remote control keys, and PEPS keys, the unified security engine employs a consistent authentication process. Control requests from different keys undergo signal acquisition, protocol parsing, and command arbitration before entering the security authentication phase. The unified security engine obtains the corresponding identity information, permission information, and verification data based on the key type and completes verification according to preset security rules. When the key identity is legitimate, the permissions match, and the data integrity meets the requirements, the authentication result is deemed successful, allowing the corresponding control command to enter the vehicle execution process.

[0077] When authentication fails, the unified security engine refuses to execute the current control command and logs the corresponding exception. The exception log stores information related to authentication failure, providing data for subsequent security analysis. Simultaneously, it triggers an alarm when abnormal authentication behavior is detected, enhancing vehicle security. Through the authentication failure logging and alarm mechanism, unauthorized key access, abnormal control requests, and potential security risks can be detected promptly.

[0078] After completing security authentication and command verification, the process enters the execution output and status feedback phase. Once authentication arbitration is successful, the single main controller drives the vehicle's actuators to complete the corresponding actions based on the verified control commands. These actuators include door lock actuators, trunk actuators, start authorization actuators, and welcome light control actuators. The single main controller outputs corresponding control signals based on different control command types to achieve functions such as vehicle unlocking, vehicle locking, trunk opening, start authorization, and welcome light control.

[0079] During control execution, the single master controller continuously acquires the vehicle's execution status and uploads the status data via the vehicle bus. Execution results are reported to the instrument cluster, T-Box, and mobile app via the bus, synchronizing vehicle status information. The instrument cluster displays the current vehicle control status, the T-Box acquires vehicle status information, and the mobile app provides feedback to the user on the results of vehicle unlocking, locking, and start authorization operations.

[0080] Through a status feedback mechanism, a closed-loop control chain is formed, encompassing key-based control requests, vehicle actions, and user terminal displays. When a user initiates a control request using a digital key or other key methods, the system completes identity authentication, permission checks, command execution, and status feedback, enabling the user to promptly obtain the vehicle's response. Simultaneously, the closed-loop feedback approach improves information consistency during the operation of the multi-key technology system.

[0081] The unified security authentication and command verification method integrates multiple key technologies into a single security processing system. A unified security engine handles identity verification, permission checks, and data validation for different keys, coupled with encryption authentication, anti-replay, and anti-relay attack mechanisms to enhance security during vehicle access control and start-up. After successful authentication, a single master controller drives the vehicle's actuators to perform the corresponding actions. A bus connection to the instrument cluster, T-Box, and mobile app enables status synchronization and closed-loop feedback, thus completing the entire control process from key request, security authentication, vehicle execution, to status feedback.

[0082] This invention replaces the traditional multi-master discrete architecture with an architecture combining a single master controller and an integrated communication module. It centralizes various key technology functions, such as Bluetooth, UWB, NFC, remote control reception, and PEPS low-frequency drive, into a single control architecture. This reduces the number of independent control chips, communication antennas, wiring harnesses, and mounting structures, thereby lowering the hardware investment cost of the vehicle's multi-key technology system. Simultaneously, this architecture provides unified management of different key forms, reducing the data interaction requirements between multiple independent key control units, resulting in a simpler overall structure, reduced vehicle layout complexity, and improved integration of multi-key technology solutions.

[0083] This invention manages the operational status of a vehicle key control system through on-demand wake-up and hierarchical sleep control. After the vehicle is parked and locked, the system enters a low-power sleep state, maintaining only essential functions such as Bluetooth broadcast monitoring, NFC field detection, remote control carrier detection, and PEPS low-frequency periodic checks. When a valid key request is detected, only the corresponding function channel and the single main controller are awakened, while other untriggered functions remain in sleep mode, reducing static power consumption caused by invalid operation. Simultaneously, the system automatically returns to sleep mode when the task is completed and there is no further continuous operation, reducing power consumption during long-term vehicle parking and extending the lifespan of the vehicle's power supply.

[0084] This invention utilizes a unified scheduling and priority arbitration mechanism to centrally process control requests from various key technologies such as Bluetooth, UWB, NFC, remote keys, and PEPS, avoiding protocol conflicts and inconsistent responses caused by the independent operation of each key system in traditional multi-key architectures. By establishing unified control logic, different key types can complete instruction processing according to preset rules, achieving seamless switching between various key forms. Simultaneously, the unified data processing link improves system reliability, enabling vehicles to flexibly select the appropriate key method for entry and start control based on different application scenarios.

[0085] This invention employs a single-anchor-point UWB positioning method, utilizing a joint algorithm of AOA, PDOA, and TOF to calculate key distance and azimuth information. It outputs centimeter-level positioning results without requiring multiple UWB anchor points, meeting the positioning requirements of PEPS keyless entry and digital key systems. This method reduces the number of vehicle-side positioning devices, lowers installation difficulty and hardware configuration costs, and facilitates the large-scale application of multi-key vehicle technology solutions. Simultaneously, the single-anchor-point positioning structure simplifies the internal layout of the vehicle, improving the deployment flexibility of the positioning solution.

[0086] This invention constructs a unified security engine to perform unified identity verification, permission verification, and data integrity verification on different types of keys. It also incorporates symmetric encryption, asymmetric encryption, key negotiation, anti-replay, and anti-relay attack mechanisms to enhance security during multi-key control. Compared to using independent security authentication methods for different keys, this approach unifies key access permissions, reducing the risks associated with fragmented security policies. When abnormal authentication requests are detected, relevant logs are recorded and alarms are triggered, improving vehicle security control capabilities and giving the multi-key technology system higher security and reliability.

[0087] This invention shortens the data processing link between key requests and vehicle responses by centrally processing multi-key signal acquisition, protocol parsing, command arbitration, and security authentication through a single master controller, thereby improving the efficiency of control command execution. Simultaneously, the arbitration and security authentication processes can operate collaboratively, enabling the vehicle to quickly complete identity verification and control output upon receiving a valid key request. This results in a smoother, seamless entry, vehicle unlocking, and start-up authorization process, enhancing the user experience.

[0088] This invention possesses strong system scalability, employing differentiated configurations to address various vehicle positioning needs. In low-to-mid-range vehicles, a single-anchor UWB positioning solution can be used, significantly reducing BOM costs and increasing the solution's applicability while meeting PEPS and digital key positioning requirements. In mid-to-high-end vehicles, slave nodes can be added based on the vehicle's requirements for positioning accuracy and user experience. These slave nodes assist in identification and positioning optimization, improving the key recognition range and positioning effectiveness. This scalability approach adapts to different vehicle configuration requirements, ensuring consistency in basic functions while enabling flexible deployment of the vehicle key control system.

[0089] This invention provides, for example Figure 3 and Figure 4 The multi-key technology system shown includes an architecture integration module, a low-power wake-up module, a signal parsing module, a command arbitration module, a single anchor point positioning module, and a security authentication execution module. The architecture integrates modules to build a master-slave multi-key technology architecture. The single master controller integrates a communication module and integrates Bluetooth communication channels, UWB communication channels, NFC identification channels, remote control receiving channels and PEPS low-frequency drive channels. It connects to the vehicle CAN bus, door lock drive unit and engine or vehicle start unit. The slave nodes are used for Bluetooth, NFC and UWB identification. The low-power wake-up module controls the single main controller to enter sleep mode when the vehicle is parked and locked, while retaining Bluetooth broadcast listening, NFC field detection, remote control carrier detection and PEPS low-frequency inspection. When a key trigger signal is detected, the single main controller and the corresponding functional channel are woken up, while the irrelevant functional channels remain in sleep mode. After the task is completed, the module returns to sleep mode. The signal parsing module uses the single master controller after wake-up to collect Bluetooth connection requests, UWB ranging frames, NFC card authentication frames, remote control button codes and PEPS low-frequency response signals. After decoding and synchronization processing, it parses and extracts identity identifiers, command codes, location information and verification data according to the preset protocol stack. The command arbitration module establishes a priority queue based on the parsed multi-key data and executes command arbitration in the order of NFC emergency command, UWB high-precision positioning control, PEPS keyless entry and start control, Bluetooth digital key control and remote key control. Commands with the same priority are sorted according to timestamp, and conflicting commands are either masked or cached. The single-anchor-point positioning module, based on UWB key control commands, uses the vehicle-mounted single-anchor-point UWB antenna to receive key terminal response frames, and uses AOA, PDOA and TOF joint algorithms to calculate distance and azimuth angle, and outputs positioning results for contactless unlocking, automatic welcome and anti-relay attack determination. The security authentication execution module verifies the key's identity, permissions, and data integrity using a unified security authentication mechanism based on the location results and the arbitrated control commands. It also performs encryption authentication, anti-replay, and anti-relay attack processing. After successful authentication, the module controls the vehicle to unlock, lock, open the trunk, authorize the start, and control the welcome lights, and provides feedback on the execution status.

[0090] The present invention provides a multi-key control method, which is implemented through the above-mentioned multi-key technology system. For details of the specific method and process of the multi-key technology system, please refer to the above-mentioned embodiment of the multi-key control method, which will not be repeated here.

[0091] The foregoing has only described certain exemplary embodiments of the present invention by way of illustration. Undoubtedly, those skilled in the art can modify the described embodiments in various ways without departing from the spirit and scope of the present invention. Therefore, the foregoing drawings and descriptions are illustrative in nature and should not be construed as limiting the scope of protection of the claims of the present invention.

Claims

1. A multi-key control method, characterized in that, Includes the following steps: A master-slave multi-key technology architecture is constructed. The single master controller integrates a communication module and integrates Bluetooth communication channels, UWB communication channels, NFC identification channels, remote control receiving channels and PEPS low-frequency drive channels. It connects to the vehicle CAN bus, door lock drive unit and engine or vehicle start unit. Slave nodes are used for Bluetooth, NFC and UWB identification. When the vehicle is parked and locked, the single main controller enters sleep mode, while retaining Bluetooth broadcast monitoring, NFC field detection, remote control carrier detection, and PEPS low-frequency inspection. When a key trigger signal is detected, the single main controller and corresponding function channels are awakened, while irrelevant function channels remain in sleep mode. After the task is completed, the sleep mode is restored. The single master controller, after being woken up, collects Bluetooth connection requests, UWB ranging frames, NFC card authentication frames, remote control button codes, and PEPS low-frequency response signals. After decoding and synchronization processing, it parses and extracts identity identifiers, command codes, location information, and verification data according to the preset protocol stack. A priority queue is established based on the parsed multi-key data. Command arbitration is executed in the order of NFC emergency command, UWB high-precision positioning control, PEPS keyless entry and start control, Bluetooth digital key control and remote key control. Commands with the same priority are sorted according to timestamp, and conflicting commands are blocked or cached. Based on UWB key control commands, the vehicle-mounted single-anchor UWB antenna receives key response frames and uses AOA, PDOA and TOF joint algorithms to calculate distance and azimuth angle, outputting positioning results for contactless unlocking, automatic welcome and anti-relay attack determination. Based on the location results and the control commands after arbitration, the unified security authentication mechanism is used to verify the key's identity, permissions, and data integrity, and performs encryption authentication, anti-replay, and anti-relay attack processing. After successful authentication, the vehicle is controlled to unlock, lock, open the trunk, authorize the start, and control the welcome lights, and the execution status is fed back.

2. The multi-key control method according to claim 1, characterized in that, The master-slave multi-key technology architecture includes a single master controller and at least one slave node. The single master controller integrates a communication module and is configured with Bluetooth communication channels, UWB communication channels, NFC identification channels, remote control receiving channels, and PEPS low-frequency drive channels. The single master controller connects to the vehicle's CAN bus and interacts with the door lock drive unit, engine start unit, or vehicle start unit. The slave node is used to collect Bluetooth identification information, NFC identification information, and UWB identification information to expand the key recognition capability in different vehicle areas.

3. The multi-key control method according to claim 2, characterized in that, The slave node supports both single-technology integration and multi-technology integration. When the vehicle adds the requirement for in-vehicle NFC card recognition, the corresponding slave node completes the NFC card information collection and sends the collection results to the single master controller for unified processing. The single master controller completes key information interaction based on the received recognition data, enabling the master node to meet the functional requirements of Bluetooth, UWB and NFC, and adjusts the layout of the key recognition area through the slave nodes.

4. The multi-key control method according to claim 1, characterized in that, The single master controller is configured with an on-demand wake-up control mechanism. After the vehicle is parked and locked, it enters a deep sleep state, maintaining only Bluetooth broadcast listening, NFC field detection, remote control carrier detection, and PEPS low-frequency periodic inspection functions. When a mobile phone Bluetooth, UWB or NFC proximity request, remote key button request or PEPS low-frequency sensing request is detected, the corresponding communication channel generates a wake-up interrupt, waking up the single master controller and the corresponding functional channel.

5. The multi-key control method according to claim 4, characterized in that, The on-demand wake-up control mechanism also includes hibernation recovery control. After the single main controller completes the processing of the current key request, it detects the vehicle's operating status. If no new key request is detected and the preset no-operation conditions are met, it controls the woken-up function channels to return to the hibernation state and keeps the untriggered communication channels in the hibernation state.

6. The multi-key control method according to claim 1, characterized in that, Multi-key signal acquisition and protocol parsing includes using an integrated communication module to synchronously acquire Bluetooth connection requests, UWB ranging frames, NFC card authentication frames, remote control button codes, and PEPS low-frequency response signals. The acquired data is then subjected to physical layer decoding and link layer synchronization processing. The processed data is uploaded to a single master controller, which parses and extracts the identity identifier, command code, location information, and verification data according to a preset protocol stack.

7. The multi-key control method according to claim 6, characterized in that, The single master controller establishes a multi-level priority queue based on the parsed multi-key data, and executes the instruction scheduling in the order of NFC emergency instructions, UWB high-precision positioning control, PEPS keyless entry and start control, Bluetooth digital key control, and remote key control. Control instructions corresponding to the same priority are sorted according to timestamps, and conflicting control instructions are masked or cached according to priority.

8. The multi-key control method according to claim 1, characterized in that, The single-anchor-point positioning solution uses an on-board single-anchor-point UWB antenna to receive the key terminal response frame, and performs joint calculations based on the AOA angle of arrival algorithm, PDOA phase difference of arrival algorithm, and TOF two-way time of arrival algorithm to obtain the distance information and azimuth information between the key terminal and the vehicle, outputting centimeter-level positioning results, and applying the positioning results to contactless unlocking, automatic welcome, and anti-relay attack determination.

9. A multi-key control method according to claim 8, characterized in that, Single-anchor-point positioning calculation adapts to the needs of different vehicle configurations. Low-end and mid-range vehicles use a single-anchor-point UWB antenna to complete the positioning requirements of PEPS and digital key; mid-to-high-end vehicles improve positioning accuracy by adding slave nodes, and use slave nodes to help optimize the key recognition range and user experience.

10. A multi-key technology system for implementing a multi-key control method according to any one of claims 1-9, characterized in that, This includes an architecture integration module, a low-power wake-up module, a signal parsing module, a command arbitration module, a single anchor point positioning module, and a security authentication execution module. The architecture integrates modules to build a master-slave multi-key technology architecture. The single master controller integrates a communication module and integrates Bluetooth communication channels, UWB communication channels, NFC identification channels, remote control receiving channels and PEPS low-frequency drive channels. It connects to the vehicle CAN bus, door lock drive unit and engine or vehicle start unit. The slave nodes are used for Bluetooth, NFC and UWB identification. The low-power wake-up module controls the single main controller to enter sleep mode when the vehicle is parked and locked, while retaining Bluetooth broadcast listening, NFC field detection, remote control carrier detection and PEPS low-frequency inspection. When a key trigger signal is detected, the single main controller and the corresponding functional channel are woken up, while the irrelevant functional channels remain in sleep mode. After the task is completed, the module returns to sleep mode. The signal parsing module uses the single master controller after wake-up to collect Bluetooth connection requests, UWB ranging frames, NFC card authentication frames, remote control button codes and PEPS low-frequency response signals. After decoding and synchronization processing, it parses and extracts identity identifiers, command codes, location information and verification data according to the preset protocol stack. The command arbitration module establishes a priority queue based on the parsed multi-key data and executes command arbitration in the order of NFC emergency command, UWB high-precision positioning control, PEPS keyless entry and start control, Bluetooth digital key control and remote key control. Commands with the same priority are sorted according to timestamp, and conflicting commands are either masked or cached. The single-anchor-point positioning module, based on UWB key control commands, uses the vehicle-mounted single-anchor-point UWB antenna to receive key terminal response frames, and uses AOA, PDOA and TOF joint algorithms to calculate distance and azimuth angle, and outputs positioning results for contactless unlocking, automatic welcome and anti-relay attack determination. The security authentication execution module verifies the key's identity, permissions, and data integrity using a unified security authentication mechanism based on the location results and the arbitrated control commands. It also performs encryption authentication, anti-replay, and anti-relay attack processing. After successful authentication, the module controls the vehicle to unlock, lock, open the trunk, authorize the start, and control the welcome lights, and provides feedback on the execution status.

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