Abstract: Interpretive meta-instructions are used, at a connected vehicle access system (CVAS) device, to implement various RKE protocols by: receiving an RKE-protocol-specific meta-instruction that has been generated by a back-end server; generating an RKE telegram based on the RKE-protocol-specific meta-instruction; and transmitting the RKE telegram to a vehicle. The meta-instruction may include: a device configuration that specifies a set of RF parameters of a CVAS-device transceiver; a template telegram that contains a first set of data fields with data values from the back-end server and that contains a second set of data fields for which data values will be generated and inserted at the CVAS device; and localization-processing commands containing instructions for modifying the second set of data fields of the template telegram.

Abstract: A cloud based system for vehicle maintenance to a target vehicle includes a cloud based on-site vehicle maintenance service. A GPS-based proximity module in a first server associated with the on-site vehicle maintenance service receives both current GPS coordinates of a service vehicle associated with a first maintenance and service provider and current GPS coordinates of the target vehicle of a customer. The current GPS coordinates are used for at least one maintenance and service delivery session with the target vehicle of the customer. The vehicle maintenance and service operation includes 1) directing the service vehicle to the target vehicle of the customer, 2) opening and/or unlocking the target vehicle of the customer, 3) ensuring the one or more vehicle maintenance and service jobs have been performed, and 4) ensuring the target vehicle of the customer is closed and locked.

Abstract: Interpretive meta-instructions are used, at a connected vehicle access system (CVAS) device, to implement various RKE protocols by: receiving an RKE-protocol-specific meta-instruction that has been generated by a back-end server; generating an RKE telegram based on the RKE-protocol-specific meta-instruction; and transmitting the RKE telegram to a vehicle. The meta-instruction may include: a device configuration that specifies a set of RF parameters of a CVAS-device transceiver; a template telegram that contains a first set of data fields with data values from the back-end server and that contains a second set of data fields for which data values will be generated and inserted at the CVAS device; and localization-processing commands containing instructions for modifying the second set of data fields of the template telegram.

Abstract: A smartphone having: a configurable radio frequency transmitter; a configurable low frequency transponder with at least one low frequency coil; and a smartphone application program that is controlled by a cloud service and that is configured to configure the radio frequency transmitter and the low frequency transponder with protocol parameters and initial data values such that the low frequency transponder mimics a virgin key device that can be programmed to a particular vehicle model.

Abstract: A cloud based system for vehicle maintenance to a target vehicle includes a cloud based on-site vehicle maintenance service. A GPS-based proximity module in a first server associated with the on-site vehicle maintenance service receives both current GPS coordinates of a service vehicle associated with a first maintenance and service provider and current GPS coordinates of the target vehicle of a customer. The current GPS coordinates are used for at least one maintenance and service delivery session with the target vehicle of the customer. The vehicle maintenance and service operation includes 1) directing the service vehicle to the target vehicle of the customer, 2) opening and/or unlocking the target vehicle of the customer, 3) ensuring the one or more vehicle maintenance and service jobs have been performed, and 4) ensuring the target vehicle of the customer is closed and locked.

Abstract: A Bluetooth enabled Smartphone may be used for both access control and start authorization in a secure and safe way, and embodiments are backward-compatible with conventional vehicle access and start systems. A smart phone acts as an intermediary authorization device to a code generator which effectively resembles a car key that is installed in a vehicle. A Bluetooth transceiver and the code generator—and, optionally, for the retrofit solution, an RF/LF transceiver—are added to the vehicle. The Bluetooth transceiver communicates with the smart phone. The code generator communicates with electronic control units in the vehicle that control access, immobilization, and engine start. The communication may happen via a wired connection or, in the case of the retrofit solution, via an RF/LF transceiver that mimics an additional car key programmed to the vehicle.

Abstract: A method to learn and then pair with a pre-installed access control system of a vehicle is discussed. Communication is exchanged between the access control system and a backend cloud-based system. Required data of the access control system including its particular authentication code is extracted by a learning device. A vehicle matching data is sent to the backend cloud-based system and the vehicle is registered with the backend cloud-based system. The learning device is registered to the access control system in accordance with learning procedures implemented in the vehicle as remote entry key. The learning device is coupled to a Radio Frequency signal transmitter that has Application-Specific Integrated Circuits to generate stable RF signals at multiple frequency wavelengths.

Abstract: A smartphone having: a configurable radio frequency transmitter; a configurable low frequency transponder with at least one low frequency coil; and a smartphone application program that is controlled by a cloud service and that is configured to configure the radio frequency transmitter and the low frequency transponder with protocol parameters and initial data values such that the low frequency transponder mimics a virgin key device that can be programmed to a particular vehicle model.

Abstract: A Bluetooth enabled Smartphone may be used for both access control and start authorization in a secure and safe way, and embodiments are backward-compatible with conventional vehicle access and start systems. A smart phone acts as an intermediary authorization device to a code generator which effectively resembles a car key that is installed in a vehicle. A Bluetooth transceiver and the code generator—and, optionally, for the retrofit solution, an RF/LF transceiver—are added to the vehicle. The Bluetooth transceiver communicates with the smart phone. The code generator communicates with electronic control units in the vehicle that control access, immobilization, and engine start. The communication may happen via a wired connection or, in the case of the retrofit solution, via an RF/LF transceiver that mimics an additional car key programmed to the vehicle.

Abstract: A method to learn and then pair with a pre-installed access control system of a vehicle is discussed. Communication is exchanged between the access control system and a backend cloud-based system. Required data of the access control system including its particular authentication code is extracted by a learning device. A vehicle matching data is sent to the backend cloud-based system and the vehicle is registered with the backend cloud-based system. The learning device is registered to the access control system in accordance with learning procedures implemented in the vehicle as remote entry key. The learning device is coupled to a Radio Frequency signal transmitter that has Application-Specific Integrated Circuits to generate stable RF signals at multiple frequency wavelengths.

Abstract: A method to learn and then pair with a pre-installed access control system of a vehicle is discussed. Communication is exchanged between the access control system and a backend cloud-based system. Required data of the access control system including its particular authentication code is extracted by a learning device. A vehicle matching data is sent to the backend cloud-based system and the vehicle is registered with the backend cloud-based system. The learning device is registered to the access control system in accordance with learning procedures implemented in the vehicle as remote entry key. The learning device is coupled to a Radio Frequency signal transmitter that has Application-Specific Integrated Circuits to generate stable RF signals at multiple frequency wavelengths.

Abstract: A method to learn and then pair with a pre-installed access control system of a vehicle is discussed. Communication is exchanged between the access control system and a backend cloud-based system. Required data of the access control system including its particular authentication code is extracted by a learning device. A vehicle matching data is sent to the backend cloud-based system and the vehicle is registered with the backend cloud-based system. The learning device is registered to the access control system in accordance with learning procedures implemented in the vehicle as remote entry key. The learning device is coupled to a Radio Frequency signal transmitter that has Application-Specific Integrated Circuits to generate stable RF signals at multiple frequency wavelengths.

Abstract: An access arrangement for a vehicle (FZ) has a transmit/receive device on the vehicle side (19) to transmit one or several interrogation signals. In addition, the access arrangement has a mobile identification generator (IDI, IDA) with a transmit/receive device on the identification generator side (SE) to receive interrogation signals from the transmit/receive device on the vehicle side and to evaluate signal characteristics of the interrogation signals at at least two different points in time. The mobile identification generator furthermore has a control device (ST) to output a different control command depending on a change (?FS, ?FR) in the evaluated signal characteristics. In the event of no change or a small change in the signal characteristics, a signal may be output to deactivate the identification generator, while in the event of a marked change a locking signal to lock a door (TFZ) of the vehicle may be output.

Abstract: An access arrangement for a vehicle (FZ) has a transmit/receive device on the vehicle side (19) to transmit one or several interrogation signals. In addition, the access arrangement has a mobile identification generator (IDI, IDA) with a transmit/receive device on the identification generator side (SE) to receive interrogation signals from the transmit/receive device on the vehicle side and to evaluate signal characteristics of the interrogation signals at at least two different points in time. The mobile identification generator furthermore has a control device (ST) to output a different control command depending on a change (?FS, ?FR) in the evaluated signal characteristics. In the event of no change or a small change in the signal characteristics, a signal may be output to deactivate the identification generator, while in the event of a marked change a locking signal to lock a door (TFZ) of the vehicle may be output.

Abstract: A bidirectional dialogue is carried out between a portable code emitter (15) and a base station (1) for access to a motor vehicle. Both signals are correlated with each other and the dialogue repeated at an altered carrier frequency. The distance of the code emitter (15) from the base station (11) is determined from the difference in two phase difference measurements between the sent and received signal in one station (11 or 15). Access to, or use of the motor vehicle (10) is only permitted when the code emitter (15) is within a certain distance from the motor vehicle (10).

Abstract: The method comprises the steps of monitoring the wheels (R1, R2, R3, R4) of a motor vehicle having an antilock brake system (ABS), for fault states, in particular for incorrect tire pressures, the occurrence of a fault state and the wheel position (FL, FR, RL, RR) of the wheel (R1, R2, R3, R4) at which the fault state has occurred being indicated. Each wheel (R1, R2, R3, R4) to be monitored is assigned a wheel unit (E1, E2, E3, E4) which monitors the respective wheel (R1, R2, R3, R4) for fault states, and wherein at least the wheel position (FL, FR, RL, RR) of a wheel (R1, R2, R3, R4) at which a fault state has occurred is determined by means of output signals of sensors (S1, S2, S3, S4) of the antilock brake system (ABS).

Abstract: A wheel unit (E1, E2, E3, E4) for a system for monitoring the wheels (R1, R2, R3, R4) of a motor vehicle (10) for error states, in particular for incorrect tire inflation pressures comprises that it can be activated by touching a wheel component, in particular with a hand.

Abstract: A method for determining the wheel position (FL, FR, RL, RR) of wheels (R1, R2, R3, R4) of a motor vehicle (10) which, for monitoring purposes, in particular for monitoring the tire pressures, are each assigned a wheel unit (E1, E2, E3, E4) which transmits data (D1, D2, D3, D4) to a central evaluation device (ECU) of the vehicle (10), at least in response to a trigger signal (TR1, TR2, TR3, TR4, TR5, TR6). The wheel positions (FL, FR, RL, RR) of the monitored wheels (R1, R2, R3, R4) can be determined by activating a portable transmitter (12) whose position with respect to the vehicle (10) is sensed.

Abstract: In the access control system, a code transmitter-end transceiver unit and a vehicle-end transceiver unit emit signals approximately synchronously on approximately the same carrier frequency. As a result of superimposition, a new code signal arises and its code information item is compared with an expected set point code information item. When there is correspondence, an enable signal for locking or unlocking or releasing the immobilizer is generated. The synchronous transmission/reception makes illegitimate monitoring more difficult.

Abstract: A method for monitoring the wheels (R1, R2, R3, R4) of a motor vehicle (10) for fault states, in particular for incorrect tire pressures, comprises the steps of: each wheel (E1, E2, E3, E4) to be monitored is assigned a wheel unit (E1, E2, E3, E4) which transmits data (D1, D2, D3, D4) to a central evaluation device (ECU) of the vehicle (10) at least in response to a trigger signal, the occurrence of a fault state and the wheel position (FL, FR, RL, RR) of the wheel (R1, R2, R3, R4) at which the fault state has occurred being indicated. The detection and the indication of the wheel position (FL, FR, RL, RR) of the wheel (R1, R2, R3, R4) at which the fault state has occurred can be triggered after the fault state has been indicated.