Abstract: A vehicle system includes a plurality of tire sensors, a plurality of low frequency (“LF”) antennas and an ECU. Each tire sensor is mounted in a respective tire of the vehicle. Each LF antenna is mounted on the vehicle and is configured to transmit an LF field to wake up two tire sensors. The ECU is in communication with the tire sensors, via a receiver, and the LF antennas. The ECU is configured to receive identification signals from the respective tire sensors and to determine locations of the respective tire sensors based on which antenna woke up the tire sensor transmitting the respective identification signal and whether the respective identification signal matches other received identification signals. The ECU is further configured to store the identification signals in the memory with the identification signals being associated with the respective tire sensors that transmitted the identification signal.

Abstract: A method and apparatus are presented for inductive charging of battery operated devices in a motor vehicle, in which a passive vehicle entry and/or starting system selectively disables or reduces provision of power to a primary coil of an inductive charging station while the passive system communicates with an external user device such as a key fob controller to avoid or mitigate electromagnetic interference.

Abstract: A vehicle entry/tire pressure management system includes a plurality of tire sensors, a plurality of low frequency (“LF”) antennas and an ECU. Each tire sensor is mounted in a respective tire of the vehicle. Each LF antenna is mounted on the vehicle and is configured to transmit an LF field to wake up two tire sensors. Some antennas can also be configured to transmit a SMART entry LF search field to wake up a portable transmission/reception unit for keyless entry of the vehicle. The ECU is in communication with the tire sensors, via a receiver, and the LF antennas. The ECU is configured to receive identification signals from the respective tire sensors and to determine locations of the respective tire sensors based on which antenna woke up the tire sensor transmitting the respective identification signal and whether the respective identification signal matches other received identification signals.

Abstract: A smart communication system and method for a vehicle includes a master switch for toggling smart functionality on and off. An actuation signal is received by a control unit corresponding to a particular vehicle function. The actuation signal indicates that a corresponding actuating operation is occurring. The control unit determines whether the master switch is in an ON position. A key fob of the vehicle is confirmed to be within a search field of the vehicle when the master switch is determined to be in the ON position. The particular vehicle function is actuated when the key fob is confirmed to be within the search field; otherwise, manual actuation of the particular vehicle function is required.

Abstract: A vehicle entry/tire pressure management system includes an ECU, tire sensors mounted in, on or adjacent respective tires of the vehicle, a portable transmission/reception unit configured to be carried by an operator of the vehicle, and an antenna mounted on the vehicle and in communication with the ECU. Each tire sensor is configured to transmit an RF signal. The portable transmission/reception unit can transmit RF signals for controlling operations of the vehicle including unlocking doors of the vehicle. The antenna is configured to transmit an LF tire sensor wake up field to wake up the tire sensors. The tire sensor wake up field includes a unique header format. The tire sensors only fully wake up upon receiving the unique header format.

Abstract: A key fob assembly includes a mechanical key, a key fob, a control in the key fob, Hall effect switches in the key fob, and magnets associated with the mechanical key. The mechanical key is configured to cooperate with a mechanical lock. The key fob is configured to selectively connect with the mechanical key. The control in the key fob is for transmitting wireless signals to a vehicle to actuate components on the vehicle. The Hall effect switches in the key fob are each in electrical communication with the control. At least one of the Hall effect switches changes an operating state based on detecting a positive magnetic field and at least one other Hall effect switch changes an operating state based on detecting a negative magnetic field. Respective poles of the magnets are disposed such that connection of the mechanical key with the key fob in a storage position aligns the poles of the magnets with respective Hall effect switches for changing the operating state of the respective Hall effect switches.

Abstract: A method and apparatus are presented for inductive charging of battery operated devices in a motor vehicle, in which a passive vehicle entry and/or starting system selectively disables or reduces provision of power to a primary coil of an inductive charging station while the passive system communicates with an external user device such as a key fob controller to avoid or mitigate electromagnetic interference.

Abstract: In a keyless entry system, a CPU in an ECU and a CPU in a remote control key each have an associated memory for storing respective function formulas, which are specified by primary function formula data. With this structure, function formulas used in the remote control key and the ECU can be changed to respective new function formulas. This technique makes it difficult to predict the function formulas used in the remote control key and the ECU, thereby further reducing any regularity of rolling codes generated by the function formulas.

Abstract: A keyless function system and method includes a portable device having a vehicle function actuator thereon for initiating operation of a vehicle function. The portable device transmits an actuation signal to the vehicle when the vehicle function actuator is actuated. The receiver onboard the vehicle receives the actuation signal from the portable device. A controller onboard the vehicle and operatively connected to the receiver determines at least one of: whether the vehicle is located at a predetermined location or whether the portable device is located less than a predetermined distance from the vehicle. The controller selectively commands performance of the vehicle function when the actuation signal is received by the receiver based on at least one of: whether the vehicle is at the predetermined location or the portable device is less than the predetermined distance from the vehicle.

Abstract: A vehicle antenna device includes a first antenna and a second antenna. The first antenna surrounds an ignition key cylinder having a key insertion hole and is configured to receive a first signal transmitted from a first transmitter in a key insertion state where a key is inserted into the key insertion hole. The second antenna is configured to receive a second signal transmitted from a second transmitter. The first antenna is positioned between the first transmitter and the second antenna in the key insertion state.

Abstract: A vehicle entry/tire pressure management system includes an ECU, tire sensors mounted in, on or adjacent respective tires of the vehicle, a portable transmission/reception unit configured to be carried by an operator of the vehicle, and an antenna mounted on the vehicle and in communication with the ECU. Each tire sensor is configured to transmit an RF signal. The portable transmission/reception unit can transmit RF signals for controlling operations of the vehicle including unlocking doors of the vehicle. The antenna is configured to transmit an LF tire sensor wake up field to wake up the tire sensors. The tire sensor wake up field includes a unique header format. The tire sensors only fully wake up upon receiving the unique header format.

Abstract: A vehicle system includes a plurality of tire sensors, a plurality of low frequency (“LF”) antennas and an ECU. Each tire sensor is mounted in a respective tire of the vehicle. Each LF antenna is mounted on the vehicle and is configured to transmit an LF field to wake up two tire sensors. The ECU is in communication with the tire sensors, via a receiver, and the LF antennas. The ECU is configured to receive identification signals from the respective tire sensors and to determine locations of the respective tire sensors based on which antenna woke up the tire sensor transmitting the respective identification signal and whether the respective identification signal matches other received identification signals. The ECU is further configured to store the identification signals in the memory with the identification signals being associated with the respective tire sensors that transmitted the identification signal.

Abstract: A vehicle entry/tire pressure management system includes a plurality of tire sensors, a plurality of low frequency (“LF”) antennas and an ECU. Each tire sensor is mounted in a respective tire of the vehicle. Each LF antenna is mounted on the vehicle and is configured to transmit an LF field to wake up two tire sensors. Some antennas can also be configured to transmit a SMART entry LF search field to wake up a portable transmission/reception unit for keyless entry of the vehicle. The ECU is in communication with the tire sensors, via a receiver, and the LF antennas. The ECU is configured to receive identification signals from the respective tire sensors and to determine locations of the respective tire sensors based on which antenna woke up the tire sensor transmitting the respective identification signal and whether the respective identification signal matches other received identification signals.

Abstract: A method for disabling a passive entry key includes receiving a search request into an electronic control unit (“ECU”) on a vehicle to search for a passive key inside a vehicle cabin; emitting a search signal via an antenna in communication with the ECU in response to the received search request; receiving a reply signal via the antenna from the passive key inside the vehicle cabin; and recording in a memory in communication with the ECU an identification of the passive key inside the vehicle cabin in response to the received reply signal. In this method for disabling a passive entry key, the search request can be initiated by an operator at an input device. A passive entry key system is also disclosed.

Abstract: A keyless function system and method includes a portable device having a vehicle function actuator thereon for initiating operation of a vehicle function. The portable device transmits an actuation signal to the vehicle when the vehicle function actuator is actuated. The receiver onboard the vehicle receives the actuation signal from the portable device. A controller onboard the vehicle and operatively connected to the receiver determines at least one of: whether the vehicle is located at a predetermined location or whether the portable device is located less than a predetermined distance from the vehicle. The controller selectively commands performance of the vehicle function when the actuation signal is received by the receiver based on at least one of: whether the vehicle is at the predetermined location or the portable device is less than the predetermined distance from the vehicle.

Abstract: An interferometer for demodulating a differential M-phase shift keying signal includes a PLC type interferometer main body, a heating portion that heats the PLC type interferometer main body, and an intermediate member having a higher stiffness than that of the PLC type interferometer main body, for bonding the PLC type interferometer main body and the heating portion with each other while being sandwiched therebetween. A linear expansion coefficient difference between the PLC type interferometer main body and the intermediate member is equal to or smaller than 4.5×10?6/° C., and a thermal conductivity difference between the PLC type interferometer main body and the intermediate member is equal to or larger than 10 W/mK. A phase of an optical signal flowing through the interferometer is adjusted by using the heating portion and a second heating portion.

Abstract: A peak factor reduction unit that never allow peak factor reproduction even when interpolation is done in a succeeding stage. The unit detects a local maximum value of amplitude components from an input complex signal and supplies a complex signal that passes a band limiting baseband filter and an interpolation filter to a correction signal generation unit for generating a correction signal used for peak factor reduction and reduces a peak factor of the input complex signal with use of the correction signal generated from an interpolated complex signal.

Abstract: A smart communication system and method for a vehicle includes a master switch for toggling smart functionality on and off. An actuation signal is received by a control unit corresponding to a particular vehicle function. The actuation signal indicates that a corresponding actuating operation is occurring. The control unit determines whether the master switch is in an ON position. A key fob of the vehicle is confirmed to be within a search field of the vehicle when the master switch is determined to be in the ON position. The particular vehicle function is actuated when the key fob is confirmed to be within the search field; otherwise, manual actuation of the particular vehicle function is required.

Abstract: In a keyless entry system, a CPU in an ECU and a CPU in a remote control key change a function formula specified by primary function formula data stored in a memory and a function formula specified by primary function formula data stored in a memory to respective new function formulas. With this structure, function formulas used in the remote control key and the ECU can be changed to respective new function formulas. This makes it possible to enhance the safety of the keyless entry system because it is difficult to predict the function formulas used in the remote control key and the ECU.

Abstract: A peak factor reduction unit that never allow peak factor reproduction even when interpolation is done in a succeeding stage. The unit detects a local maximum value of amplitude components from an input complex signal and supplies a complex signal that passes a band limiting baseband filter and an interpolation filter to a correction signal generation unit for generating a correction signal used for peak factor reduction and reduces a peak factor of the input complex signal with use of the correction signal generated from an interpolated complex signal.