Patent Application
20070001805
The present invention generally relates to electronic key and locking systems for vehicle entry, starting and other functions, and more particularly to an apparatus and method whereby individual electronic keys may be authenticated for control of multiple vehicles.
The present invention is described for the case of electronic keys used to authorize vehicle door access, trunk access, and starting, but this is merely for convenience of explanation and not intended to be limiting. Persons of skill in the art will understand based on the description herein that the present invention applies to any electronic key function and not merely to a lock, unlock and start functions and not merely to vehicles. Hence, such other electronic key functions are intended to be included in the words “lock” and “unlock” and “start” and such other locations, equipment, structures and/or apparatus are intended to be included in the word “vehicle.”
Passive keyless access and starting systems facilitate unlocking and unlatching a vehicle's doors, trunks, etc., based on bi-directional communication between the vehicle and the user carried electronic key. Such electronic keys may take the form of credit cards or key fobs. In addition to communicating with the vehicle without direct operator action, they may also include buttons or other activation mechanisms to control vehicle functions upon customer request, for example, door unlock, door lock, engine start, engine stop, temperature control, and so forth, but this is not essential to the present invention.
Conventional prior art electronic keys must generally be “learned” or “trained” to a vehicle prior to use. That is, the control system within the vehicle and the electronic key fob must be programmed with or exchange identifying information so that each party to the bi-directional communication can automatically recognize the other. After the learning or programming process is complete, when the user activates a vehicle function, the electronic key and the vehicle control electronics exchange signals containing identifying and coding information. If the exchanged messages satisfy predetermined criteria, then the requested vehicle function is accepted and carried out. This mutual recognition process between the electronic key and the vehicle control electronics is referred to as “authentication.” Thus, during the learning or training process, information such as, for example, vehicle ID, transmitter ID, encryption key, synchronization count and so forth, that may be desirable to carry out authentication is shared between the vehicle and the electronic key.
While prior art electronic key and locking systems are useful, they suffer from a number of limitations, well known in the art. Among these limitations is the fact that prior art keys can only be learned or programmed to one vehicle at a time. This means, for example, that a person who has several vehicles must carry several keys, one for each vehicle. This is undesirable and often leads to persons taking the wrong key, misplacing currently unused keys, or if carrying them all, having an overstuffed pocket or purse. Thus, a need continues to exist for improved systems and methods that provide a single key that can be learned and used with multiple vehicles so that it is no longer necessary to carry multiple keys.
Accordingly, it is desirable to provide an improved electronic key and vehicle control system and method that make it possible for a single key to activate multiple vehicles. It is further desirable that the system not compromise vehicle security, that is, be at least as secure as an individual key for the same vehicle. In addition, it is desirable that the improved apparatus and method be generally compatible with existing electronic key communication systems so that the invented system and method may be implemented with minimum alteration of existing vehicle control systems. Furthermore, other desirable features and characteristics of the present invention will become apparent from the subsequent detailed description and the appended claims, taken in conjunction with the accompanying drawings and the foregoing technical field and background.
An apparatus is provided that enables an individual electronic key to be trained for and securely activate multiple vehicles. The apparatus comprises an electronic key, e.g., in the form of a fob, and a vehicle authentication module adapted to wirelessly intercommunicate. The key and module each comprise inter-coupled processor, memory, transmitter and receiver. The transmitter of the module is configured to wirelessly communicate with the receiver of the key and the transmitter of the key is configured to wirelessly communicate with the receiver of the module. The memory of the key and module each comprises non-volatile memory. The key memory is adapted to store unique identification (ID) information concerning a single key and multiple vehicles. The module memory is adapted to store unique identification (ID) information concerning a single vehicle and multiple keys. During authentication, the key compares vehicle identification information received from the module with vehicle information that was stored in its memory during the training phase and the module compares key information received from the key with key information that was stored in its memory during the training phase. If the stored and received information match in one or both, vehicle functions requested in the presence of the key or vehicle commands initiated through the key are enabled.
A method is provided for enabling a particular electronic key to control multiple vehicles. The method comprises key-vehicle training to identify a particular key to multiple vehicles and key-vehicle authenticating to verify that the particular key has been trained for the vehicle being addressed by the key. Training comprises transmitting to and storing in memory in the vehicle information concerning one or more keys and transmitting to and storing in memory in the key information concerning multiple vehicles. Authentication comprises receiving in the vehicle identifying information from a particular key and comparing such information with key identifying information stored in memory in the vehicle and authenticating the key if such information matches in the vehicle. Alternatively, authentication can take place in the key where ID information received from a vehicle is compared to vehicle ID information stored in the key. In a further alternative, authentication occurs mutually in both the key and the vehicle module. Training is repeated for different vehicles using a single key, for different keys using a single vehicle or for a combination thereof. The key can enable passive vehicle functions or directly command functions for any vehicle to which it has been trained.
The present invention will hereinafter be described in conjunction with the following drawing figures, wherein like numerals denote like elements, and
The following detailed description is merely exemplary in nature and is not intended to limit the invention or the application and uses of the invention. Furthermore, there is no intention to be bound by any expressed or implied theory presented in the preceding technical field, background, brief summary or the following detailed description. The words “key” and “fob”, singular or plural, are used interchangeably to represent an electronic key whether in fob-like form or not.
Different vehicles VEH-A, VEH-B, VEH-C . . . VEH-M each have substantially identical modules 40-A, 40-B, 40-C, . . . 40-M and reference number 40 is intended to refer to such multiple vehicle modules collectively and reference number 40′ to refer to the corresponding vehicles (not shown) containing modules 40. Modules 40 comprises processor 42, memory 44, 45, receiver 46 with antenna 47 and transmitter 48 with antenna 49, all conveniently coupled by bus or leads 43. Signals 33, 35 are exchanged between modules 40 and keys 20.
During training, information about the desired vehicles is sent to and stored in the fobs. For example, antenna 29 and receiver 28 receive signal 35 from antenna 49 and transmitter 48 of, for example, vehicle module 40A of vehicle 40′-A (not shown) containing module 40-A. Signal 35 contains at least a unique identifier (e.g., VEH-A ID) for first vehicle module 40A of vehicle 40′-A. The unique identifier is transferred via bus or leads 23 to memory 24 where it is stored in an available vehicle ID memory region, e.g., memory region 24-A. In this way, fob 20-1 learns the unique ID (e.g., VEH-A ID) of first vehicle authentication module 40-A and thus of first vehicle 40′-A. Memory 24 also has ID information (e.g., FOB INFO) on the particular fob, e.g., ID information on fob 20-1, conveniently stored in region 24-F of memory 24. Fob 20 may be trained with other vehicles and memory regions 24-B, 24-C . . . 24-M populated with unique identifiers VEH-B ID, VEH-C ID . . . VEH-M ID. In this way unique IDs on all of the vehicles that fob 20-1 is desired to be able to activate or control are stored in memory in fob 20-1. The same process may be repeated for the same or different combinations of vehicles for other fobs 20-2, 20-3 . . . 20-N. This any number of fobs can be trained to any number of vehicles up to the limits of memory 24.
During training, information about the desired fobs is sent to and stored in the vehicles. For example, antenna 47 and receiver 46 receives signal 33 from antenna 27 and transmitter 26 of, for example, fob 20-1, such signal containing at least a unique identifier (e.g., FOB-1 INFO) for first fob 20-1. The unique identifier is transferred via bus or leads 43 to memory 44 where it is stored in an available vehicle ID memory region, e.g., memory region 44-1. In this way, vehicle module 40-A learns the identity of first fob 20-1. Memory 44 also has vehicle ID information (e.g., VEH-ID) on the particular vehicle module, e.g., ID information on module 40-A, conveniently stored in region 44-F of memory 44. By exchanging training signals 33, 35 with different fobs 20-1, 20-2, 20-3 . . . 20-M, memory regions 44-1, 44-2, 44-3 . . . 44-N of vehicle module 40-A are populated with unique fob identifiers, e.g., FOB-1 INFO, FOB-2 INFO, FOB-3, INFO . . . FOB-N INFO. In this way, the unique IDs of all of the fobs that module 40-A needs to authenticate are stored in memory 44 of module 40-A. The same process may be repeated for the same or different combinations of fobs for other vehicles 40-A, 40-B, 40-C . . . 40-M. Thus, any number of fobs 20-1, 20-220-3, . . . 20-N can be trained to any number of vehicles 40-A, 40-B, 40-C . . . 40-M up to the limits of memory 44. Once training is complete, authentication can be performed.
During authentication, signal 35 contains the unique ID of the particular vehicle 40 being accessed and preferably a randomly or pseudo-randomly generated challenge is also sent. Processor 42 uses the information from signal 35, in concert with an encryption or other authentication algorithm and the fob information stored in memory 44, to generate expected responses from fobs 20 programmed to the vehicle. During authentication, a fob present in the vicinity of vehicle 40 receives signal 35 via receiver 28 and compares the received vehicle ID with those stored in memory 24. If the received vehicle ID matches one of the values stored as programmed vehicle IDs, processor 22 can conveniently calculate, using the vehicle ID, the fob ID stored in memory 24-F, and the same encryption or other authentication algorithm used by the vehicle, to generate a response value. This response value is then sent as signal 33 to the vehicle. Upon receipt of signal 33 from the fob, vehicle processor 42 will compare the received response to the expected responses it has calculated. If the responses match, the requested vehicle function or functions are enabled, for example by sending signal 51 to vehicle bus 52. With this arrangement, authentication occurs in both the vehicle and the fob, and the authentication can occur without director operator interaction with the fob.
For vehicle commands being initiated through the fob, authentication within the vehicle facilitates faster response time without sacrificing the desired level of security. In such cases, activation of fob input 29 can cause processor 22 to generate signal 33, desirably comprised of command information, fob ID information, and synchronization information all encrypted as is common in the art. Upon receipt of signal 33 by vehicle 40, processor 42 will use available fob IDs from memory 44 to decrypt signal 33. If the decrypted information comprises a valid command from a valid fob with a valid synchronization value, the vehicle will initiate execution of the received command. Thus, authentication can take place either in fob 20 or in module 40 or partly in each. What is important is that the combination of fob 20 and vehicle module 40 authenticate by comparing query signals received from the other with IDs or other unique tags stored in their internal memory, and accept the command or query if a match is found and reject the command or query if a match is not found. It is important that one or both of fob 20 and vehicle module 40 have memory, preferably non-volatile (NV) memory where unique identifiers of multiple allowed vehicle-fob combinations can be stored during learning or training for use during authentication. After training, a single fob can control multiple vehicles or a single vehicle can respond to multiple fobs, and if trained with multiple vehicles, multiple fobs can control multiple vehicles. This provides the user with complete flexibility.
Just as
In subsequent RESPONSE RECEIVED ? query 314 it is determined whether or not response signal 33 was received from fob 20. If the outcome of query 314 is NO (FALSE), then method 300 proceeds to WAIT TIME EXCEEDED ? query 316. If the outcome of query 316 is NO (FALSE), then method 300 loops back as shown by path 315. Method 300 will remain in loop 314, 316, 315 until a YES (TRUE) outcome is obtained from either of queries 314 or 316. If the outcome of query 316 is YES (TRUE) then method 300 loops back to initial query 306 as shown by path 317. If the outcome of query 314 is YES (TRUE), then method 300 advances to MATCH PRE-CALCULATED ? query 318 wherein it is determined whether the response received from fob 20 matches the pre-calculated response determined in step 312. If the outcome of query 318 is NO (FALSE), meaning that the fob did not return the right answer, then method 300 proceeds to step 320 wherein the authentication request is rejected and, as shown by paths 321, 323 method 300 again loops back to initial query 306. If the outcome of query 318 is YES (TRUE), meaning that the fob did return the right answer, then method 300 advances to APPROVE AUTHENTICATION REQUEST step 322 wherein the authentication request is granted and whatever command is associated therewith is approved for execution by, for example, having processor 42 transmit appropriate signal 51, 51′ to vehicle bus 52. Following authentication approval step 322, method 300 loops back to initial query 306 as shown by path 323 and awaits a further authentication request.
As noted earlier,
While at least one exemplary embodiment has been presented in the foregoing detailed description, it should be appreciated that a vast number of variations exist. For example, while the foregoing describes exchange of unique IDs from various vehicles to one or more fobs and from one or more fobs to various vehicles, persons of skill in the art will understand based on the description herein that the unique IDs may take many forms and may be encrypted and/or encoded prior to transmission and/or prior to storage. Thus, IDs may be transmitted and/or stored in plain or manipulated form and therefore, as used herein, the words “unique identifier”, the abbreviation “ID” and the phrases “unique ID”, “ID information” and equivalents, whether plural or singular, are intended to include such manipulated forms and manipulations thereof and other variations. It should also be appreciated that the exemplary embodiment or exemplary embodiments are only examples, and are not intended to limit the scope, applicability, or configuration of the invention in any way. Rather, the foregoing detailed description will provide those skilled in the art with a convenient road map for implementing the exemplary embodiment or exemplary embodiments. It should be understood that various changes can be made in the function and arrangement of elements without departing from the scope of the invention as set forth in the appended claims and the legal equivalents thereof.
