EP1902426B1 - Systeme de controle d'acces pour un vehicule automobile - Google Patents

Systeme de controle d'acces pour un vehicule automobile Download PDF

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Publication number
EP1902426B1
EP1902426B1 EP06753181A EP06753181A EP1902426B1 EP 1902426 B1 EP1902426 B1 EP 1902426B1 EP 06753181 A EP06753181 A EP 06753181A EP 06753181 A EP06753181 A EP 06753181A EP 1902426 B1 EP1902426 B1 EP 1902426B1
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EP
European Patent Office
Prior art keywords
antenna
ant
antennas
unit
capacitor
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Fee Related
Application number
EP06753181A
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German (de)
English (en)
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EP1902426A1 (fr
Inventor
Bernard Tenconi
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Conti Temic Microelectronic GmbH
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Conti Temic Microelectronic GmbH
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Publication of EP1902426A1 publication Critical patent/EP1902426A1/fr
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    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01Q—ANTENNAS, i.e. RADIO AERIALS
    • H01Q1/00—Details of, or arrangements associated with, antennas
    • H01Q1/27—Adaptation for use in or on movable bodies
    • H01Q1/32—Adaptation for use in or on road or rail vehicles
    • H01Q1/3208—Adaptation for use in or on road or rail vehicles characterised by the application wherein the antenna is used
    • H01Q1/3233—Adaptation for use in or on road or rail vehicles characterised by the application wherein the antenna is used particular used as part of a sensor or in a security system, e.g. for automotive radar, navigation systems
    • H01Q1/3241—Adaptation for use in or on road or rail vehicles characterised by the application wherein the antenna is used particular used as part of a sensor or in a security system, e.g. for automotive radar, navigation systems particular used in keyless entry systems
    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C9/00—Individual registration on entry or exit
    • G07C9/00174—Electronically operated locks; Circuits therefor; Nonmechanical keys therefor, e.g. passive or active electrical keys or other data carriers without mechanical keys
    • G07C9/00309—Electronically operated locks; Circuits therefor; Nonmechanical keys therefor, e.g. passive or active electrical keys or other data carriers without mechanical keys operated with bidirectional data transmission between data carrier and locks
    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C9/00—Individual registration on entry or exit
    • G07C9/00174—Electronically operated locks; Circuits therefor; Nonmechanical keys therefor, e.g. passive or active electrical keys or other data carriers without mechanical keys
    • G07C2009/00753—Electronically operated locks; Circuits therefor; Nonmechanical keys therefor, e.g. passive or active electrical keys or other data carriers without mechanical keys operated by active electrical keys
    • G07C2009/00769—Electronically operated locks; Circuits therefor; Nonmechanical keys therefor, e.g. passive or active electrical keys or other data carriers without mechanical keys operated by active electrical keys with data transmission performed by wireless means
    • G07C2009/00793—Electronically operated locks; Circuits therefor; Nonmechanical keys therefor, e.g. passive or active electrical keys or other data carriers without mechanical keys operated by active electrical keys with data transmission performed by wireless means by Hertzian waves

Definitions

  • the invention relates to an access control system for a motor vehicle according to the preamble of claim 1.
  • Out DE 102 36 305 A1 is a generic access control system for a motor vehicle known. This has at least one transmission unit arranged in the motor vehicle for the transmission of low-frequency long-wave signals and a plurality of associated LF antennas, which are arranged in the vehicle at exposed locations.
  • two or more ID-encoders which can be carried by the user are provided, at least one transceiver unit for the vehicle exterior and at least one transceiver unit for the vehicle interior for carrying out a wireless authentication communication with the ID transponders, whereby upon successful authentication of an ID Encoder one or more safety devices are unlocked or locked.
  • the FR-A-2841392 shows an access control device for a motor vehicle with a transmitter for transmitting low-frequency long-wave signals, in which the transmitting unit an antenna with a capacitor can be activated via a multiplexer. In addition, a pre-filter is provided in the transmitting unit.
  • the US 4,806,930 shows a transmitter with an antenna driven by a transistor. At the input of the transistor, an LC element for suppressing unwanted harmonic frequency is provided.
  • the WO 2004/097749 A1 shows a transmitting unit with several antennas, the active antenna is connected to the ground via a multiplexer.
  • the citation WO2006 / 060974 discloses a transmitting device for a plurality of mutually parallel antennas, which can be supplied independently via a respective supply line, wherein a common exciter circuit and a multiplexer for selective connection of at least one of the antennas is provided, and wherein in each supply line a capacitor is provided in series with the antenna and for each Antenna a controllable switching means is provided, through which the supply line between the capacitor and antenna is connected to reference potential.
  • Object of the present invention is to show an access control system for a motor vehicle, which is particularly improved in terms of electromagnetic compatibility, the number of components and space requirements should be kept as low as possible.
  • the LC unit has two coupled LC bandpass filters, the first bandpass as a pre-filter of a first coil and a first capacitor group of at least one capacitor and the second bandpass from the LF antenna as an inductor and a second capacitor group consists of at least one capacitor ,
  • This coupled bandpass structure allows a significant reduction of the harmonics and thus a significant improvement of the electromagnetic compatibility even with a rectangular or trapezoidal excitation, as was not usual for access control devices.
  • the first bandpass has a common coil for all antennas, thereby keeping the cost of the pre-filter even with a larger number to be driven separately antennas in limits.
  • a separate capacitor is provided in the pre-filter stage.
  • a multiplexer is provided, via which the antennas are connected successively in multiplexing with the transmitting unit, wherein the multiplexer is arranged between the first and second bandpass. Only through the two bandpass filters in succession, it becomes possible to interpose a multiplexer and thereby already transmit a largely harmonics-free signal on the supply line to the antennas.
  • the multiplexer is a shunt multiplexer in which a circuit node between the first to second bandpass for the respective inactive antenna via a controllable transistor is switched to ground potential, while this circuit node for the active antenna is not connected to ground potential and thus the signal from the Transmitter unit passes via the first bandpass to the active antenna.
  • the capacitors of these inactive antennas are AC-connected in parallel with the capacitor of the active antenna and thus this interconnection of the capacitors gives the first capacitor group.
  • the access control system generally also has an access unit, which is preferably present in a key or in an access authorization identification unit.
  • the preferably arranged in the motor vehicle control unit is equipped with at least one transmitter with a low transmission frequency, hereinafter referred to as LF transmitter, which preferably operates in the range of 125 kHz, a control unit and at least one UHF receiver.
  • LF transmitter a low transmission frequency
  • control unit a control unit and at least one UHF receiver.
  • the access unit consists of a microcomputer unit, at least one corresponding to the LF transmitter in the motor vehicle LF receiver and at least one UHF transmitter, which in turn corresponds to the UHF receiver in the motor vehicle.
  • the arranged in the motor vehicle control unit is designed as a control unit, wherein the control unit accesses the LF transmitter whose individual associated antennas are preferably integrated in the door handles of the motor vehicle.
  • the control unit accesses the LF transmitter whose individual associated antennas are preferably integrated in the door handles of the motor vehicle.
  • at least one antenna is arranged in the interior of the motor vehicle and in the rear and front bumper. It has proven to be particularly advantageous to arrange the antennas of the LF transmitter at seven points on the vehicle at each exposed point.
  • the access unit which is configured in particular as a mobile identification unit, consists of at least one LF receiver, a microcomputer unit and at least one UHF transmitter, which is designed in particular as a UHF transmitter module.
  • the system preferably operates as follows: If the user actuates the door handle or another part on the motor vehicle, a wake-up signal is first sent via the LF transmitter to the access unit.
  • the wake-up signal is necessary because the access unit when not in use at rest, the so-called sleep mode, is located in order to minimize the power consumption of the access unit.
  • the wake-up signal which was received by the LF receiver of the access unit, now wakes up and in turn transmits its specific identification code via the UHF transmitter.
  • the door of the vehicle remains locked. However, if the identification code is recognized, the lock of the motor vehicle, or the door lock of the motor vehicle, is unlocked, and the user can open the vehicle.
  • the control unit which controls the LF transmitter is, as already indicated, preferably in connection with the microcomputer unit, which in turn works together with a driver circuit for operating the transmission antennas for low-frequency signals, adapted for the LF transmitter.
  • the microcomputer unit also controls the UHF receiver, especially since unlocking of the at least one access opening to the motor vehicle takes place only after receipt of the UHF signal and receipt of the authentication.
  • the microcomputer unit and the driver circuit for the LF transmitters and the LF antennas generate a transmission signal which consists of a high frequency carrier in the long wave range with a nominal frequency of 125 kHz.
  • the high frequency carrier is amplitude modulated.
  • the resulting AM signal includes a bit string transmission for transmitting the wake-up signal to the access unit.
  • a square wave signal is modulated to the amplitude of the radio frequency carrier.
  • To transmit such a signal over long wave requires various measures, in particular with regard to the frequency spectrum, since sidebands as well as harmonic components of the carrier must not exceed certain predetermined values due to the radio admission of the radio determination.
  • the LF transmitter further cooperates with a pulse width modulator, a driver, a pre-filter, at least one LF transmission antenna, and a rectifier and control filter circuit located in the feedback region. It has proven advantageous to effectively use an antenna current of 1.41 amps at a range of 1.5 m of the LF signal around the antenna (s). In order now to achieve this current independently of the battery voltage of the motor vehicle and other disturbing factors, the modulation signal supplied by the microcomputer unit is changed by the pulse width modulation unit in the pulse width ranges such that the Antenna resonant circuit is supplied via an amplifier circuit just with so much energy or is triggered, so that the above-mentioned required antenna current flows.
  • the pulse width modulated signal is fed into the antenna via an amplifier circuit and a double Pi band pass filter acting as a transmitter.
  • the current through the bandpass filter is determined by means of a peak-value rectifier.
  • the recovered voltage is proportional to the transmit antenna current.
  • the supplied pulse width modulation width of the signal is incrementally adjusted via the microcomputer unit. The incremental adaptation is done in a ratio of 1 to N, where N is the number of modulation increases in progress. It has proven to be advantageous to leave at least four pulses unchanged. As soon as a desired current flow has settled in the antenna during the feedback and return measurement, the incremental control is fixed by the microcomputer unit to the desired value.
  • the transmit antenna (s) and the pre-filter are used.
  • This pre-filter is designed as a double-circuit pre-filter and thus achieves that even the third harmonic in the first circuit is attenuated by 45 dB. In this way, the connection from the control unit to the transmitting antenna is not subjected to unnecessary harmonics.
  • the second transmission circuit consists of an inductor and a capacitor. This series resonant circuit is tuned to the resonance frequency of 125 kHz, just the transmission frequency.
  • FIG. 1 illustrated access control system consists of the two essential units 1, 7, wherein the first unit 1 in the motor vehicle and the second unit 7, the access unit, preferably arranged in a key or in an access authorization identification unit for the vehicle or integrated.
  • the preferably arranged in the motor vehicle unit 1 is a control unit 2, which with at least one LF transmitter 4 with a low transmission frequency, a so-called LF transmitter, which preferably in the range of 125 kHz operates, a microcomputer unit 5, and at least one UHF receiver 6 is equipped.
  • An LF transmitter 4 is in each case preferably arranged in each of the door handles 3 of the motor vehicle or on these.
  • the access unit 7, in turn, consists of a microcomputer unit 10, at least one LF receiver 9 corresponding to the LF transmitter 4 in the motor vehicle, and at least one UHF transmitter 11, which in turn corresponds to the UHF receiver 6 in the motor vehicle, as well as one not currently to be explained Unit 8, which serves for example for coding the transmission signals.
  • the LF receiver 9 is optimized for the transmission characteristic of the LF transmitter 4 and the UHF receiver 6 to the transmission characteristic de UHF transmitter 11th
  • the unit 1 is associated with at least one further LF antenna in the interior of the motor vehicle and in the rear and front bumper of the motor vehicle. It has proved to be particularly advantageous to arrange the antennas 4 at seven locations on the vehicle at respectively exposed points.
  • a wake-up signal is initially sent to the access unit 7 via all LF transmitters 4-one after the other.
  • the wake-up signal is necessary because the access unit 7 when not in use in the idle state, the so-called sleep mode, is located in order to keep the power consumption of the access unit 7 as low as possible.
  • the microcomputer unit 10 is awakened in the access unit 7, which in turn sends the specific identification code to the control unit 2 via the UHF transmitter 11. If this code does not match the code stored in the control unit 2, the door of the vehicle remains locked. Will the identification code but recognized, the lock of the motor vehicle, or the door lock of the motor vehicle, unlocked, and the user can open the vehicle.
  • the control unit 2 which via the microcomputer unit. 5 drives the LF transmitter 4, has a driver circuit 12 for operating the LF transmission antennas 13, wherein in FIG. 2 only one antenna is shown for clarity, for low-frequency signals, adapted for the LF transmitter 4, on.
  • the other LF transmission antennas 13 are parallel to in FIG. 2 switched transmitting antenna and are controlled via a multiplexer in succession.
  • the microcomputer unit 5 also controls the UHF receiver 6, especially since unlocking of the at least one access opening to the motor vehicle takes place only after receipt of the UHF signal and receipt of the authentication.
  • the UHF receiver 6 in turn has a UHF receiving antenna 14 for receiving the UHF signals.
  • the microcomputer unit 5 and the drive circuit 12 for the LF transmitters 4 and the LF antennas 13 generate a transmission signal which consists of a high frequency carrier in the long wave range with a nominal frequency of 125 kHz.
  • the high frequency carrier is amplitude modulated.
  • the resulting AM signal includes a bit string transmission for transmitting the wake-up signal to the access unit 7.
  • a square wave signal is modulated to the amplitude of the radio frequency carrier. To transmit such a signal over long wave requires various measures, in particular with regard to the frequency spectrum, since sidebands as well as harmonic components of the carrier must not exceed certain predetermined values due to the radio admission of the radio determination.
  • the LF transmitter 4 is further connected to a pulse-width modulator, a pre-filter and a rectifier and control filter circuit located in the feedback region.
  • FIG. 3 this is shown in more detail. It has proven advantageous to effectively use an antenna current of 1.41 amps at a range of 1.5 m of the LF signal around the antenna (s) 13. To now this current independent of the power supply 19, the battery voltage of the Motor vehicle, and other disturbing factors to achieve, the modulation signal supplied by the microcomputer unit 5 is changed by the pulse-width modulation unit 15 in the pulse width ranges such that the antenna resonant circuit 13 is supplied via an amplifier circuit just with so much energy or triggered , so that the above-mentioned required antenna current flows.
  • a broad pulse clock the energy supply increases and the current increases, with a narrow pulse the energy supply decreases and the current falls.
  • the pulse width modulated signal is fed to the LF transmission antenna 13 via a driver 12 and a double Pi band pass filter (L1, C1, Lant, C2) acting as a transmitter.
  • the current is determined by a band-pass filter via a peak-value rectifier 17.
  • the recovered voltage is proportional to the transmit antenna current.
  • the supplied pulse width modulation width of the signal is incrementally adjusted via the microcomputer unit 5. The incremental adjustment is done in a ratio of 1 to N, where N is the number of modulation increases in progress. It has proved to be advantageous to leave at least four pulses unchanged. As soon as a desired current flow has settled in the antenna during the feedback and return measurement, the incremental control is fixed by the microcomputer unit 5 to the desired value.
  • the LF transmission antenna 13 is designed as a long wave antenna.
  • the entire transmission device comprises an amplifier device in the form of a central amplifier whose operating voltage is supplied to the power supply 19. At the output of the amplifier, the LF transmission antenna 13 is connected directly.
  • the LF transmission antennas 13 are supplied by a multiplexer or a multiplexer, in FIG. 3 not shown - individually activated and thereby switched on in a certain order and time sequence and thus activated one after the other.
  • multiplexer In the ground branch of the multiplexer in FIG. 2 not shown multiplexer is a resistor, in particular a shunt, connected for current measurement, which is part of a current control.
  • the current control comprises a current detector in the form of an overcurrent comparator. This measures the transmission current conducted via the LF transmission antennas 13 and the multiplexer.
  • the driver 12 which is driven on the input side with a low-frequency trigger signal, generates on the output side a square-wave voltage, which directly serves for the joint control of the LF transmission antennas 13 via the amplifier output.
  • the LF transmission antennas 13 are switched in succession to the driver 12 by means of the multiplexer in a predeterminable time sequence.
  • the driver 12 is designed as a push-pull stage.
  • the transmitted current conducted via the respectively activated LF transmission antenna 13 is measured as described.
  • the overcurrent comparator compares the transmission current with a predetermined reference value. When the reference value is exceeded, a current limitation of the transmission current to the predefinable reference value, which represents the setpoint value of the current regulation, takes place by means of a current regulation.
  • the overcurrent comparator generates on the output side a control or trigger signal, which is supplied to the input of the driver 12 for controlling the output power of the output stage. As a result, the actual value of the transmission current is adjusted to the setpoint.
  • Each LF transmitting antenna 13 is designed as a transmitting coil Lant, which is tuned by means of a series-connected capacitor C2 to series resonance.
  • the pulse width modulation drive signal is generated by the pulse width modulator 15 to the driver 12.
  • the prefilter 16 is used. With this double-circuit filter can be achieved that even the third harmonic in the first circle is attenuated by up to 45 dB.
  • the result of the first circle and the second circle is a double-Pi bandpass filter (consisting of a pre-circle 1 with L1, C1 and from a second filter circle 2 from LAnt, C2).
  • a timebase generator generates a 125 kHz periodic rectangular digital signal. Via this signal, a ramp is again generated via the positive edge and transferred to the inverted input of a comparator. The non-inverted input of this comparator receives from the control filter 18 a dependent of the amplitude of the antenna current voltage transmitted.
  • the nominal value of the antenna current or the field strength is predetermined via the measuring point M.
  • An operational amplifier serves as a control filter. Assuming that the antenna current increases, the AC voltage at the input of the rectifier 17 will increase. Thus, the DC voltage at the output of the rectifier 17 will be proportionally larger. As a result, the inverted input of the operational amplifier in the control filter 18 is given a more positive voltage than the voltage setpoint at the measuring point M at the non-inverted input. This voltage difference is integrated. Thus, the output voltage of the control filter 18 decreases. The output voltage of the control filter 18 is supplied to the pulse width modulator 15. This narrows the positive pulse because the energy at the dual-Pl bandpass filter has become less. This has the consequence that the voltage at the input of the rectifier 17 has become smaller. The difference between the actual value and the setpoint is reduced, so that the correct value is regulated.
  • phase P2.1 the carrier signal is transmitted unmodulated (PWM out) and the current through the antenna (I_antenna) is detected and readjusted, as can be seen from the fluctuations in U_correction.
  • a PWM signal generator for generating a pulse width modulated signal of predetermined clock frequency, wherein the clock frequency of the PWM (ground) signal is greater, preferably a multiple of the frequency of the digital signal.
  • the digital signal is superimposed on the PWM signal, ie there is a correspondingly lower-frequency amplitude modulation on the PWM fundamental signal.
  • the PWM signal controls semiconductor switches in switching operation, the transmit antenna being connected upstream of the bandpass pre-filter.
  • FIG. 5 and 6 a further embodiment is shown, in which a majority of the elements of the invention, in particular the unit 1, have been replaced by a digital control and an electronic digital module.
  • the LF transmitter is shown with 8 transmitting antennas Ant1 to Ant8.
  • the control of the pulse width modulation is performed directly by the microcomputer unit 5 via one of its output ports QPWM.
  • the pulse width modulation can be controlled digitally, or, with knowledge of the parameters, calculated directly and set directly.
  • a clock signal is output, which provides the timing for the entire peripheral circuitry.
  • the antenna current of each of the LF transmission antennas Ant1 to Ant8 is fed via a demultiplexer 21 on a line and compared via a comparator with the nominal antenna current. The result of the comparison is supplied to the microcomputer unit 5 via the input port COMP.
  • the multiplexer 20 and the demultiplexer 21 are controlled in parallel by the microcomputer unit 5.
  • a bin to 1 of 8 decoder 21_1 is provided.
  • the demultiplexer is inexpensively replaced by a respective diode D1 to D8.
  • the digital control takes place via the input values which are present at the input port COMP. There, the comparison value between the actual antenna current and the preset setpoint is available. Depending on this result, the microcomputer unit 5 controls the driver 12 via the output port QPWM and thus the pulse width.
  • the already described control can also be bypassed by calculating the respective values in advance.
  • the desired value can be calculated digitally and set directly.
  • FIG. 7 the structure of the invention is shown using an embodiment with three antennas.
  • the microcontroller 5_1 outputs the corresponding signal to the antennas Ant_01 to Ant_03, wherein the signals are supplied via the driver 12 to the multiplexer 20, which is designed as a shunt multiplexer.
  • the DC voltage represents an image of the current in the antennas or the antenna and thus enables ideal control of the antenna and optimization of the antenna current.
  • the first bandpass forms the pre-filter from the first coil L1 and a first capacitor group. It is Ant_01 active and the other two antennas Ant_02 and Ant_03 inactive.
  • the multiplexer 20 is configured as a shunt multiplexer, in each case the switching node between the first and second band pass for the respectively inactive antennas Ant_02 and Ant_03 is switched to ground potential via a controllable transistor.
  • CMOS semiconductors are used as the transistor, which enable a very fast switching of the transmitting antennas, in particular switching times of less than 400 ⁇ S.
  • mechanical switching relays there is an additional advantage in the almost unlimited life and reliability of the multiplexer systems, since only semiconductors are used.
  • the capacitors C2_VK, C3_VK of these inactive antennas are alternately connected in parallel to the capacitor C1_VK of the active antenna Ant_01 and thus results in this parallel connection of the capacitors C1 VK, C2 VK, C3 VK the first capacitor group.
  • the directly connected in series capacitor C1_VK can therefore be significantly smaller dimensions, which leads to significant cost savings, especially in systems with a larger number of separate antennas.
  • the second bandpass consists of the LF antenna Ant_01 as inductance and a second capacitor group of at least one capacitor, here C Ant 01.
  • the first bandpass is thus formed by the coil L1 and the coupling capacitors C2_VK, C3_VK of the currently unused antennas Ant_02, Ant_03. These capacitors are grounded through the CMOS multiplexer switches.
  • the non-active antennas consist of respectively associated Rs_Ant_xx, L_Ant_xx and C_Ant_xx.
  • the impedance for the inactive antennas is shown in Equation 1 b and 1 c. Impedance Evaluation of the Inactive Antenna No .2 description .
  • Z_Ant_ 02 _Switched off : RS_Ant_ 02 2 + L_Ant_ 02 • 2 • ⁇ Freq - 1 C_Ant_ 02 • 2 • ⁇ • Freq 2
  • Impedance Evaluation of the Inactive Antenna No .3 description .
  • Z_Ant_ 03 _Ausgeschalet : Z_Ant_ 03 _Switched off : RS_Ant_ 03 2 + L_Ant_ 03 • 2 • ⁇ Freq - 1 C_Ant_ 03 • 2 • ⁇ • Freq 2
  • the second bandpass is the active antenna (in the Fig. 8 Ant_01).
  • This antenna is tuned to the transmission frequency, the impedance being determined by RS_Ant_01, C_Ant_01 and C1_VK.
  • the impedance calculation of this active antenna is shown under 1 a. Impedance Evaluation of the active antenna No .1 description .
  • the two inactive antennas are strongly detuned with respect to the transmission frequency, thus preventing crosstalk by increasing the series impedance at the transmission frequency (see equation 1 b or 1 c above).
  • crosstalk is on the order of less than 0.05% (-66dB), i. a transmission current in the 2000mA active antenna produces a crosstalk current of less than 1 mA in the non-active antennas.

Abstract

L'invention concerne un dispositif de contrôle d'accès pour un véhicule automobile. Ce dispositif est constitué d'au moins une unité émettrice, placée dans le véhicule automobile, et d'au moins une unité réceptrice, lesdites unités étant commandées par l'intermédiaire d'au moins une unité microinformatique. L'unité réceptrice sert à recevoir des signaux UHF et l'unité émettrice sert à émettre des signaux grandes ondes à basse fréquence. Ledit dispositif comprend également une unité de fermeture commandée par l'intermédiaire de l'unité microinformatique et, en cas de concordance de code, le dispositif de fermeture autorise l'accès au véhicule automobile. L'unité émettrice présente deux filtres passe-bande LC couplés, le premier passe-bande étant constitué, en tant que préfiltre, d'une première bobine et d'un premier groupe d'au moins un condensateur et le second passe-bande étant constitué de l'antenne basse fréquence comme inductance et d'un second groupe d'au moins un condensateur. De préférence, un multiplexeur est prévu entre le premier et le second passe-bande, multiplexeur par l'intermédiaire duquel les antennes peuvent être reliées en série à l'unité émettrice selon le procédé de multiplexage.

Claims (10)

  1. Dispositif de contrôle d'accès pour un véhicule automobile, composé d'au moins une unité d'émission (4) disposée dans le véhicule automobile, pour l'émission de signaux à ondes longues basse fréquence, et d'une multiplicité d'antennes LF (13) correspondantes qui sont disposées dans le véhicule dans des endroits exposés,
    - l'unité d'émission (4) présentant deux filtres passe-bande LC couplés, le premier passe-bande se composant en tant que pré-filtre d'une première bobine (L1) et d'un premier groupe de condensateurs constitué d'au moins un condensateur (C1 VK, C2 VK, C3 VK,...) et
    - le deuxième passe-bande se composant de l'antenne LF (Lant) en tant qu'inductance et d'un deuxième groupe de condensateurs constitué d'au moins un condensateur (C2, C Ant 01, C Ant 02,...) et
    - le premier passe-bande présentant une bobine (L1) commune pour toutes les antennes et, pour chaque antenne, un propre condensateur (C1 VK, C2 VK,...).
  2. Dispositif de contrôle d'accès selon la revendication 1, caractérisé en ce qu'il est prévu un multiplexeur (20) par le biais duquel les antennes (13) sont connectées les unes après les autres dans le procédé de multiplexage à l'unité d'émission (4), le multiplexeur (20) étant disposé entre le premier et le deuxième passe-bande.
  3. Dispositif de contrôle d'accès selon la revendication 1, caractérisé en ce que le premier passe-bande présente une bobine (L1) commune pour toutes les antennes et, pour chaque antenne, un propre condensateur (C1 VK, C2 VK,C3 VK), et en ce que, du fait du couplage (S2, S3) du noeud de couplage des antennes inactives (Ant_02, Ant_03) sur le potentiel de masse, les condensateurs (C2 VK, C3 VK) de ces antennes inactives sont montés en parallèle avec le condensateur (C1 VK) de l'antenne active (Ant_01) en ce qui concerne la tension alternative, et en ce que ce branchement en parallèle des condensateurs (C1 VK, C2 VK,C3 VK) donne ainsi le premier groupe de condensateurs.
  4. Dispositif de contrôle d'accès selon une ou plusieurs des revendications précédentes, caractérisé en ce que l'unité d'émission (4) fonctionne avec une fréquence porteuse de 125 kHz.
  5. Dispositif de contrôle d'accès selon une ou plusieurs des revendications précédentes, caractérisé en ce que la régulation du courant d'antennes dans les antennes (13) s'effectue par le biais d'une modulation de la largeur d'impulsions.
  6. Dispositif de contrôle d'accès pour un véhicule automobile, composé d'au moins une unité d'émission (4) disposée dans le véhicule automobile, pour l'émission de signaux à ondes longues basse fréquence, et d'une multiplicité d'antennes LF (13) correspondantes qui sont disposées dans le véhicule dans des endroits exposés, l'unité d'émission (4) présentant deux filtres passe-bande LC couplés,
    - le premier passe-bande se composant en tant que pré-filtre d'une première bobine (L1) et d'un premier groupe de condensateurs constitué d'au moins un condensateur (C1 VK, C2 VK, C3 VK,...) et
    - le deuxième passe-bande se composant de l'antenne LF (Lant) en tant qu'inductance et d'un deuxième groupe de condensateurs constitué d'au moins un condensateur (C2, C Ant 01, C Ant 02,...), la régulation du courant d'antennes dans les antennes (13) s'effectuant par le biais d'une modulation de la largeur d'impulsions, et une unité de micro-ordinateur (5) commandant les largeurs d'impulsions du modulateur de largeur d'impulsions (15) en fonction du courant d'antenne en augmentant la largeur des impulsions quand le courant est trop faible et en réduisant la largeur des impulsions quand le courant d'antenne dépasse une valeur souhaitée.
  7. Dispositif de contrôle d'accès selon la revendication 6, caractérisé en ce que l'unité de micro-ordinateur (5) modifie de façon incrémentielle les largeurs d'impulsions.
  8. Dispositif de contrôle d'accès selon une des revendications précédentes, caractérisé en ce que l'unité de micro-ordinateur (5) détermine le courant d'antenne par le biais d'un filtre passe-bande.
  9. Dispositif de contrôle d'accès selon une des revendications 6 à 8, caractérisé en ce que l'unité de micro-ordinateur (5) calcule la valeur effective du courant dans l'antenne d'émission LF (13) selon I_Ant_eff : = sin π 2 • PWM_nS 4000 • 1 8 • Linear_Fakt • U_Batt
    Figure imgb0013
    où PWM_ns est la valeur de la durée de la largeur d'impulsions en nsec,
    Linear_Fakt le produit du carré du courant d'antenne par la résistance électrique de l'antenne,
    U-Batt la tension d'alimentation, et
    I_Ant_eff la valeur effective du courant d'antenne.
  10. Dispositif de contrôle d'accès selon une des revendications précédentes 6 à 8, caractérisé en ce que l'unité de micro-ordinateur (5) calcule en nsec la largeur des impulsions du modulateur de largeur d'impulsions (15), quand la valeur effective souhaitée du courant d'antenne est connue, selon PWM_nS : = asin I_Ant_eff • 8 Linear_Fakt • U_Batt • 1 π • 0.5 • 4000
    Figure imgb0014
    où PWM_nS est la valeur de la durée de la largeur d'impulsions en nsec,
    Linear_Fakt le produit du carré du courant d'antenne par la résistance électrique de l'antenne,
    U-Batt la tension d'alimentation, et
    I_Ant_eff la valeur effective du courant d'antenne.
EP06753181A 2005-07-08 2006-05-18 Systeme de controle d'acces pour un vehicule automobile Expired - Fee Related EP1902426B1 (fr)

Applications Claiming Priority (2)

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DE102005032379A DE102005032379A1 (de) 2005-07-08 2005-07-08 Zugangskontrollsystem für ein Kraftfahrzeug
PCT/DE2006/000865 WO2007006245A1 (fr) 2005-07-08 2006-05-18 Systeme de controle d'acces pour un vehicule automobile

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EP1902426A1 EP1902426A1 (fr) 2008-03-26
EP1902426B1 true EP1902426B1 (fr) 2010-12-01

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JP (1) JP2009500247A (fr)
CN (1) CN101218608A (fr)
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WO (1) WO2007006245A1 (fr)

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EP1902426A1 (fr) 2008-03-26
DE112006000660A5 (de) 2007-12-27
CN101218608A (zh) 2008-07-09
US20090261946A1 (en) 2009-10-22
WO2007006245A1 (fr) 2007-01-18
DE102005032379A1 (de) 2007-01-11
JP2009500247A (ja) 2009-01-08

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