WO2023041204A1

WO2023041204A1 - Method and device for controlling an access system to a vehicle

Info

Publication number: WO2023041204A1
Application number: PCT/EP2022/059723
Authority: WO
Inventors: Pirmin Baur; Helmut Wagatha; Stefan Heinbockel
Original assignee: Bayerische Motoren Werke Aktiengesellschaft
Priority date: 2021-09-14
Filing date: 2022-04-12
Publication date: 2023-03-23
Also published as: DE102021123681A1

Abstract

The invention relates to an ID transmitter (130) for an access system to a vehicle (100). The ID transmitter (130) is designed to receive a request message for a first zone (121, 122, 124) in an environment of the vehicle (100), which was sent by a vehicle communication unit (110) of the vehicle (100). The ID transmitter (130) is further designed to send in response thereto a registration message to the vehicle communication unit (110) for registration in the first zone (121, 122, 124). In addition, the ID transmitter (130) is designed to receive in response thereto a confirmation message for confirming the registration in the first zone (121, 122, 124), which was sent by the vehicle communication unit (110).

Description

Method and device for controlling an access system to a vehicle

The invention relates to a method and a corresponding device for controlling an access system to a vehicle.

Keyless access systems for a motor vehicle are often based on the localization and authentication of an ID transmitter in a locally limited area (in particular in a zone) on or in the vehicle. A user carries an ID transmitter (e.g. a key or a smartphone) with them. The ID transmitter authenticates itself to an access control unit (also referred to as a device in this document) of a vehicle via a radio link. Furthermore, the distance of the ID transmitter from one or more reference points of the vehicle can be measured using a suitable radio protocol. Based on the correct authentication key (of the ID transmitter) and based on a defined distance to the one or more reference points of the vehicle, access to the vehicle is then granted or denied.

The radio communication between the vehicle and the ID transmitter is typically associated with a relatively high energy consumption, which can lead to a relatively quick emptying of the battery, particularly in the case of a mobile and/or battery-operated ID transmitter. Furthermore, radio communication interference may occur. The present document deals with the technical task of providing a particularly energy-efficient and/or reliable access system to a vehicle. In particular, the energy consumption of the ID transmitter is to be reduced.

The object is solved by each of the independent claims. Advantageous embodiments are described, inter alia, in the dependent claims. It is noted that additional features are one of a independent patent claim dependent patent claim without the features of the independent patent claim or only in combination with a subset of the features of the independent patent claim can form a separate invention independent of the combination of all features of the independent patent claim, which is the subject of an independent claim, a divisional application or a subsequent application can be done. This applies equally to the technical teachings described in the description, which can form an invention independent of the features of the independent patent claims.

According to one aspect, an ID transmitter (e.g. a vehicle key and/or a smartphone) for an access system to a (motor) vehicle (in particular to the interior of a vehicle) is described. The ID transmitter can be designed to enable the access system to check whether the user with the ID transmitter is granted access to the vehicle or not. For this purpose, the ID transmitter can include data (e.g. an authentication key) that enable the ID transmitter to be authenticated.

The access system may include a plurality of different zones. In particular, the interior of the vehicle (e.g. a driver's cab of the vehicle) and/or a direct environment of the vehicle may have been divided into different zones. The zones can each have a two- or three-dimensional extent.

The different zones can be associated, at least in part, with different functions of the access system. In particular, depending on the position of the ID transmitter (or depending on the zone), a user of the vehicle may at least partially execute different functions (such as opening or unlocking a specific vehicle door or vehicle hatch and/or activating a specific vehicle component). One or more functions of the access system can then be activated or blocked, depending on which zone of the access system the ID transmitter is located in.

Examples of functions that can be activated and/or executed when entering a zone of the access system (in particular when entering a so-called wide-field zone) are: the output of a light signal (in particular a so-called “welcome” light); the (temporary) lowering of one or more window regulators in order to ventilate the interior of the vehicle; activating the air conditioning system to preliminarily condition the interior of the vehicle; Etc.

The ID transmitter can be designed to receive an inquiry message for a first zone, which is arranged in the vicinity of the vehicle. The request message can be sent by at least one vehicle communication unit of the vehicle. The vehicle communication unit can be designed to repeatedly, in particular periodically, send out request messages. The request messages can have a zone ID (identifier) for the first zone. Furthermore, the request messages can have a range that corresponds to the spatial spread of the first zone. The receipt of an inquiry message for the first zone by the ID transmitter is therefore an indication that the ID transmitter is in the first zone. The one or more request messages may be sent in the LF (Low Frequency) frequency range (e.g. between 20Hz and 140Hz).

The ID transmitter is also designed, in response to receiving the request message, to send a registration message to the vehicle communication unit for registration in the first zone. The registration message can be sent in the HF (high frequency) frequency range (eg between 400 and 500MHz, approximately 433MHz). Furthermore, the ID transmitter is designed, in response to the registration message sent, to receive a confirmation message for confirming the registration in the first zone, the confirmation message being sent by at least one vehicle communication unit. The confirmation message can have been sent in the LF frequency range.

The ID transmitter is thus designed to register in the zone in which the ID transmitter is currently located. This means that further feedback from the ID transmitter can be avoided as long as the ID transmitter remains in the same zone. In this way, the energy consumption of the ID transmitter can be reduced.

In particular, the ID transmitter can be designed to ignore one or more further request messages from the vehicle communication unit for the first zone in response to the receipt of the confirmation message. Alternatively or additionally, the ID transmitter can be designed to switch to an energy-saving mode in response to receipt of the confirmation message.

As discussed above, the first zone request message may include a zone ID for the first zone. The ID transmitter can be designed to check on the basis of the zone ID in the request message whether the ID transmitter is already registered in the first zone or not. Furthermore, the ID transmitter can be designed to send the registration message to the vehicle communication unit for registration in the first zone if it has been determined that the ID transmitter is not yet registered in the first zone. On the other hand, the sending of the registration message for registration in the first zone can be prevented if it has been determined that the ID transmitter is already registered in the first zone. In this way, the energy consumption of the ID transmitter can be reduced in a particularly reliable manner. In a manner corresponding to the registration in a zone, the ID transmitter can be designed to log out of a zone. In particular, the ID transmitter can be set up to determine that the ID transmitter has left the first zone. For this purpose, the ID transmitter can be set up to recognize that no request message with a zone ID for the first zone has been received for a minimum period of time. Alternatively or additionally, it can be recognized that a request message with a zone ID for another zone was received by the ID transmitter. It can then be reliably determined based on the ID transponder leaving the first zone.

The ID transmitter can also be set up to send a logout message for logging out of the first zone to the at least one vehicle communication unit in response to the detected departure from the first zone (e.g. in the HF frequency range). Furthermore, the ID transmitter can be configured to receive (e.g. in the LF frequency range) a confirmation message for confirming the deregistration from the first zone, which was sent by the vehicle communication unit. Explicitly deregistering the ID transmitter from a zone makes it possible to operate the access system in a particularly reliable and energy-efficient manner.

According to a further aspect, a device for controlling an access system to a vehicle is described. The device can be part of the vehicle. Furthermore, the vehicle can include at least one vehicle communication unit for communication with an ID transmitter.

The device can be set up, in particular repeatedly (eg in the LF frequency range), to send a request message for a first zone in the vicinity of the vehicle. The request message can include a range that corresponds to the spatial area of the first zone. Furthermore, the request message can include a zone ID for the first zone. The device is also set up to receive a registration message for registering an ID transmitter in the first zone in response to the transmitted request message (eg in the HF frequency range), the registration message being sent by the ID transmitter. In addition, the device is set up, in response to the received request message (eg in the LF frequency range), to send a confirmation message to the ID transmitter to confirm the registration of the ID transmitter in the first zone.

An explicit registration of an ID transmitter can thus be carried out in a specific zone around the vehicle. In response to the registration, the device can then initiate a specific function of the vehicle (such as displaying a welcome light or unlocking a vehicle door). Furthermore, the explicit registration enables the energy consumption of the ID transmitter to be reduced.

The device can be set up, using the vehicle communication unit of the vehicle, in response to the sending of the confirmation message, in particular repeatedly, to send a query message (e.g. in the LF frequency range) for a second zone in the vicinity of the vehicle. The second zone can be smaller than the first zone. Further, the second zone request message may include a zone ID for the second zone. Furthermore, the range of the query message for the second zone may be smaller than the range of the query message for the first zone. A new, second zone can thus be set up immediately after registration in the first zone, in order to accompany the approach process of the user (and the ID transmitter) to the vehicle. In this way, the convenience of the access system can be further increased.

The device can be set up (eg in the HF frequency range) to send a log-off message to log off the ID transmitter from the first zone receive. Furthermore, the device can be designed to send a confirmation message to the ID transmitter in response to this (eg in the LF frequency range) to confirm that the user has logged off from the first zone. The reliability of the access system can be further increased by explicitly deregistering the ID transmitter from a specific zone.

The ID transmitter can be designed to send the logoff message in a specific frequency range, in particular in the HF frequency range. The device can be set up to recognize that the ID transmitter has sent a message (deviating from the logout message) in the specific frequency range (e.g. to trigger a specific vehicle function). Sending the message in the specific frequency range can result in the ID transmitter not being able to explicitly log off from the first zone when the ID transmitter left the first zone.

The device can be set up, in response to the recognized message, to check whether the ID transmitter is still located in the first zone or not. Furthermore, the device can be set up to log the ID transmitter out of the first zone if the check reveals that the ID transmitter is no longer located in the first zone. This means that the ID transmitter can be implicitly logged off from a zone. In this way, the reliability of the access system can be further increased.

The device can be set up to authenticate the ID transmitter using UWB communication in response to the registration of the ID transmitter in the first zone, even before an approach and/or touch sensor of the vehicle approaches and/or touches a door handle a vehicle door of the vehicle was detected. The authentication of the ID transmitter can thus already be carried out in preparation when entering the zone. The authentication of the ID transmitter can then be maintained as long as the ID transmitter is registered in the first zone. That's how it can be Access system are accelerated to increase the comfort for a user.

In particular, the device can be set up to cause the vehicle door to be unlocked without renewed authentication of the ID transmitter if the vehicle's proximity and/or contact sensor has detected that the door handle of the vehicle's door has been approached and/or touched . In this way, the unlocking of a vehicle door can be accelerated in an efficient and reliable manner.

The device may be set up to determine that the ID transmitter has been deregistered from the first zone. A first communication with the ID transmitter in a first frequency range, in particular in the LF frequency range, can then be used to check whether the ID transmitter is located in the interior of the vehicle. For this purpose (as described below) a position coordinate of the ID transmitter can be determined. Furthermore, based on a second communication with the ID transmitter in a second frequency range, in particular in the UWB frequency range, it can be checked whether the ID transmitter is located in the interior of the vehicle. For this purpose (as described below) a position coordinate of the ID transmitter can be determined.

The device can also be set up to lock a vehicle door of the vehicle (only then) if the first and the second communication show that the ID transmitter is not located in the interior of the vehicle. In this way, the reliability of the access system can be further increased.

The access system, in particular the device of the access system, can thus be designed to determine a position of the ID transmitter relative to the vehicle. In particular, a position coordinate of the ID transmitter can be determined become. The position coordinate can be determined with respect to a coordinate system relative to the vehicle.

To determine the position coordinates of the ID transmitter, one or more signals can be sent out by a plurality of communication units of the vehicle. In this case, the communication units can be arranged at different points on the vehicle. The signals can include ultra-wideband (UWB) signals, as a result of which a particularly reliable position determination of the ID transmitter is made possible (since relay attacks can be reliably detected and avoided through the use of propagation time measurements). Alternatively or additionally, the signals can include LF (low frequency) signals (for example in a frequency range between 20 and 140 kHz) in order to enable a particularly efficient determination of the position of the ID transmitter.

Runtime information relating to the runtimes of the plurality of signals from the communication units of the vehicle to the ID transmitter can then be determined. In particular, the propagation times of at least three signals to the ID transmitter can be determined. The position coordinate of the ID transmitter can then be determined in a precise manner on the basis of the propagation time information for the plurality of signals (in particular by using a triangulation or a trilateration method).

Alternatively or in addition, the ID transmitter can be localized using a fingerprinting method (in particular in the LF frequency range). Alternatively or additionally (eg within the UWB frequency range) it can be checked whether the ID transmitter is located within a specific radius of the vehicle communication unit. For this purpose, the runtime information can be evaluated in relation to the runtime of at least one signal from at least one vehicle communication unit. The evaluation of the runtime information also enables recognition and/or preventing relay attacks (since a relay attack leads to a longer runtime and thus to a greater distance between the ID transmitter and the vehicle communication unit).

A check can therefore be carried out in two different frequency ranges (e.g. LF and/or UWB) to determine whether the ID gerber is in the interior of the vehicle or not. For this purpose, in particular, LF localization with fingerprinting can be used to determine whether the ID transmitter is inside or outside the vehicle. If the LF localization reported a position outside, this could possibly have been caused by radio interference in the LF frequency range. This radio interference is typically not present in the UWB frequency range at the same time. It can thus be checked in the UWB frequency range whether the ID transmitter is within a minimum radius around the UWB antennas (i.e. around the vehicle communication unit) in the interior. If this is the case, then it can be concluded that a LF disturbance was present. If this is not the case, then it can be concluded that the ID transmitter is actually arranged outside of the vehicle. A reliable and secure locking of the vehicle can then be effected.

According to a further aspect, a (road) motor vehicle (in particular a passenger car or a truck or a bus or a motorcycle) is described which comprises at least one of the devices described in this document.

According to a further aspect, a method for operating an ID transmitter (and a corresponding ID transmitter) for an access system to a vehicle is described. The method includes receiving an inquiry message for a first zone in a vicinity of the vehicle, which was sent from a vehicle communication unit of the vehicle. Of The method further includes, in response, sending a registration message to the vehicle communication unit for registration in the first zone. The method further includes, in response, receiving an acknowledgment message confirming registration in the first zone, the acknowledgment message being sent by the vehicle communication unit.

According to a further aspect, a method for operating an ID transmitter (and a corresponding ID transmitter) for an access system to a vehicle is described. The method includes determining that the identifier has left the first zone. The method further includes, in response thereto, sending a de-registration message to a vehicle communication unit of the vehicle to de-register from the first zone. The method also includes, in response, receiving an acknowledgment message confirming de-registration from the first zone, the acknowledgment message being sent by the vehicle communication unit.

According to a further aspect, a method (and a corresponding device) for operating an access system to a vehicle is described. The method includes sending a request message for a first zone in a vicinity of the vehicle. Furthermore, the method comprises, in response thereto, receiving a registration message for registering an identifier in the first zone, the registration message having been sent by the identifier. The method further includes, in response thereto, sending the identifier a confirmation message confirming registration of the identifier in the first zone.

According to a further aspect, a method (and a corresponding device) for operating an access system to a vehicle is described. The method includes receiving a deregistration message for deregistering an ID transmitter from a first zone around the vehicle. Of The method further comprises, in response thereto, sending a confirmation message to confirm deregistration from the first zone to the ID transmitter.

According to a further aspect, a method (and a corresponding device) for operating an access system to a vehicle is described. The method includes, in response to registration of an ID transmitter in a first zone around the vehicle, authenticating the ID transmitter using UWB communication before an approach and/or touch is detected using a proximity and/or touch sensor of the vehicle a door handle of a vehicle door of the vehicle was detected. In addition, the method may include maintaining the authentication of the ID-transmitter as long as the ID-transmitter is registered in the first zone (to avoid re-authentication).

According to a further aspect, a method (and a corresponding device) for operating an access system to a vehicle is described. The method includes determining that an identifier has been deregistered from a first zone around the vehicle. The method also includes checking, based on a first communication with the ID transmitter in a first frequency range, in particular in an LF frequency range (around 125 kHz), whether the ID transmitter is in the interior of the vehicle or not. The method also includes checking, based on a second communication with the ID transmitter in a second frequency range, in particular in a UWB frequency range (approximately between 6 and 8 GHz), whether the ID transmitter is in the interior of the vehicle or not. The method also includes locking a vehicle door of the vehicle when the first and second communications indicate that the ID transmitter is not located in the interior of the vehicle. According to a further aspect, a software (SW) program is described. The SW program can be set up to be executed on a processor (eg on a control unit of a vehicle) and thereby to execute at least one of the methods described in this document.

According to a further aspect, a storage medium is described. The storage medium can include a SW program which is set up to be executed on a processor and thereby to execute at least one of the methods described in this document.

It should be noted that the methods, devices and systems described in this document can be used both alone and in combination with other methods, devices and systems described in this document. Furthermore, any aspects of the methods, devices and systems described in this document can be combined with one another in a variety of ways. In particular, the features of the claims can be combined with one another in many different ways. Furthermore, features listed in brackets are to be understood as optional features.

The invention is described in more detail below using exemplary embodiments. show it

Figure la exemplary components of a vehicle;

FIG. 1b exemplary zones around a vehicle;

FIG. 1c shows an exemplary vehicle communication unit;

FIGS. 2a and 2b flowcharts of exemplary methods for registering an ID transmitter in a zone;

FIGS. 3a and 3b flowcharts of exemplary methods for deregistering an ID transmitter from a zone;

FIG. 4 shows a flowchart of an exemplary method for authenticating an ID transmitter; and FIG. 5 shows a flow chart of an exemplary method for locking a vehicle door.

As explained at the outset, the present document deals with increasing the reliability and/or reducing the energy consumption of an access system to a vehicle. In this context, FIG. 1a shows exemplary components of a vehicle 100. The vehicle 100 includes one or more vehicle communication units 110 which are set up to transmit and/or receive radio signals. Typically, the vehicle 100 includes multiple vehicle communication units 110 at different locations of the vehicle 100 (eg, at the front and/or at the rear of the vehicle 100). The individual vehicle communication units 110 can be designed to repeatedly send out request messages in a first frequency band (for example in an LF (low frequency) frequency band, for example between 20-140 kHz) in order to ask whether a specific zone 121, 122, 123, 124 to or in the vehicle 100 is an ID transmitter 130 (see Fig. 1b). The individual vehicle communication units 110 can also be set up to receive a registration message from an ID transmitter 130, with which the ID transmitter 130 registers in the respective zone. The registration messages can be sent and received in the HF frequency band. Based on the registration message, it can thus be recognized that an ID transmitter 130 is located within a specific zone 121, 122, 123, 124 around or in the vehicle 100. Furthermore, the exact position of the ID transmitter 130 within the specific zone 121, 122, 123, 124 can be determined using triangulation (eg based on the transit time of the different request messages from the different communication units 110). Alternatively or additionally, it can be determined on the basis of the runtime of a request message whether or not ID transmitter 130 is located within a specific radius of corresponding vehicle communication unit 110 . The specific radius may correspond to the area of a specific zone 121,122,123,124. The vehicle 100 can also include a (control) device 101 which is designed to recognize the presence of an ID transmitter 130 in a specific zone 121 , 122 , 123 , 124 on the basis of a message received via the one or more communication units 110 . Furthermore, the device 101 can be set up to control an actuator 102, 103 of the vehicle 100, for example a lighting element 102 (to generate a welcome light) and/or a locking mechanism 103 (to unlock or lock a vehicle door). Furthermore, the vehicle 100 can comprise a proximity and/or touch sensor 104 on a door handle of a vehicle door, which is set up to detect the approach and/or the touch of a hand of a user of the vehicle 100 on the door handle.

1c shows an exemplary vehicle communication unit 110. The communication unit 110 may include a first communication module 111 for LF communication. Furthermore, the communication unit 110 can comprise a second communication module 112 for HF communication (e.g. at 433 MHz). Furthermore, the communication unit 110 can include a third communication module 113 for UWB (Ultra Wideband) communication (e.g. in the GHz range).

FIG. 1b shows example zones 121, 122, 123, 124 in and/or around the vehicle 100. In particular, FIG. 1b shows a wide-field zone 121 (eg, having a radius of 4 meters or more around the vehicle 100), one therein arranged near-field zone 122 (e.g. with a radius between 1-2 meters around the vehicle 100), an interior zone 123 (corresponding to the interior of the vehicle 100), and/or an enlarged near-field zone 124 (e.g. with a radius , which is between 0.5 and 1 meter larger than the radius of the near-field zone 122). In a basic state, the device 101 can cause the one or more vehicle communication units 110 to repeatedly (in particular periodically) send request messages with a zone ID for the wide-field zone 121 . The request messages can be sent out using LF communication (ie in an LF frequency range). The query messages with the zone ID for the far-field zone 121 have a range that corresponds to the range of the far-field zone 121 .

When the ID transmitter 130 enters the far-field zone 121, the ID transmitter 130 (in particular a transmitter communication unit of the ID transmitter 130) recognizes the request message and then sends a response to the one or more vehicle communication units 110 a response can be sent for each request message received, so that the presence of the ID transmitter 130 within the far-field zone 121 can be checked in a reliable manner. However, the repeated sending of feedback leads to a relatively high energy consumption of the ID transmitter 130.

In order to reduce the energy consumption, the ID transmitter 130 can be designed to send a registration message to the one or more vehicle communication units 110 of the vehicle 100 in response to a received request message. The device 101 of the vehicle 100 can detect the presence of the ID transmitter 130 in the wide-field zone 121 based thereon. Furthermore, the one or more vehicle communication units 110 can be caused to send a confirmation message to the ID transmitter 130 in order to confirm to the ID transmitter 130 that the ID transmitter 130 has been registered in the far-field zone 121 . The ID transmitter 130 then does not have to send any further feedback, so that the energy consumption can be reduced. Rather, the ID transmitter 130 can be put into an energy-saving mode in which the ID transmitter 130 receives and evaluates request messages, but no feedback, in particular registration messages (as long as there is no zone change to another zone).

In response to the ID transmitter 130 registering in the far-field zone 121, an actuator 102 of the vehicle 100 can be controlled, e.g. to bring about a welcome light. Furthermore, it can be caused that (repeatedly) request messages with a changed zone ID for the near-field zone 122 are sent out.

If the ID transmitter 130 further approaches the vehicle 100, the ID transmitter 130 receives a request message with the zone ID for the near field zone 122 after entering the near-field zone 122. The ID transmitter 130 can then Send registration message to register in near-field zone 122. Again, as described above, a registration confirmation message may be received in the near-field zone 122 .

Furthermore, a logout message may be sent to the one or more vehicle communication units 110 to logout from the wide field zone 121 . This deregistration message can in turn be confirmed by a confirmation message from the one or more vehicle communication units 110 . It is therefore possible to explicitly log off from a zone 121. In this way, the zone 121, 122, 123, 124 in which the ID transmitter 130 is located can be determined in a particularly reliable manner.

As soon as the registration has taken place in the near-field zone 122, a pre-authentication of the ID transmitter 130 can take place if necessary. The ID transmitter 130 can be pre-authenticated in a particularly secure manner via the UWB communication module 123 . The authentication of the ID transmitter 130 can be maintained as long as the ID transmitter 130 is within the near-field zone 122 . In this way it can be achieved that at the moment when the user approaches and/or touches the door handle of a vehicle door, no Authentication must be carried out more so that the vehicle door can be unlocked in a timely manner. The pre-authentication of the ID transmitter 130 when registering in the near-field zone 122 thus makes it possible to increase the convenience of the access system.

As explained above, the ID transmitter 130 can be explicitly logged off from a zone 121, 122, 123, 124. It can happen that the ID transmitter 1300 logs off from the near-field zone 122, 124 due to radio interference in the LF communication, although the ID transmitter 130 is still in the interior of the vehicle 100. This could possibly lead to an automatic locking of the one or more vehicle doors (in which case the ID transmitter 130 is locked in the interior of the vehicle 100).

The device 101 can be set up to check, as a result of the ID transmitter 130 deregistering from the near-field zone 122, 124 based on an LF communication, based on a further communication (in particular using a UWB communication) whether the ID transmitter 130 actually has left interior zone 123. It may only be possible and/or effected to lock the one or more vehicle doors when exiting the interior zone 123 is confirmed. In this way, the reliability of the access system can be increased.

The ID transmitter 130 can thus be designed to carry out an explicit registration within a zone 121, 122, 123, 124. In particular, the ID transmitter 130 can be designed to register in each zone using a handshake method as soon as the ID transmitter 130 enters the respective zone. As soon as the ID transmitter 130 is registered, no further bidirectional communication is required. The polling (ie the sending of the query messages) can be sent out continuously by the one or more vehicle communication units 110 and the ID transmitter 130 only has to respond to it when changing zones. The energy consumption of the ID transmitter 130 can thus be reduced become. Furthermore, the radio load can also be reduced. The ID transmitter 130 may fall asleep even if the ID transmitter 130 is in a certain zone. This leads to a further reduction in the energy consumption of the ID transmitter 130.

Furthermore, the ID transmitter 130 can be designed to carry out an explicit logout from a zone 121 , 122 , 123 , 124 . The ID transmitter 130 can recognize when it leaves a zone. This can be reported to (control) device 101 of vehicle 100 using a handshake method. In this way it can be ensured that a zone exit of the ID transmitter 130 is reliably detected.

Alternatively or additionally, a passive zone exit can be detected (without explicit logout). In particular, the device 101 of the vehicle 100 can be designed to recognize that the ID transmitter has left a specific zone without explicitly logging out. Such a situation can occur, for example, when the ID transmitter 130 leaves the certain zone while the ID transmitter 130 is busy with another task (e.g. due to a button press), so that the ID transmitter 130 does not notice the zone exit.

The device 101 can be set up to recognize that the ID transmitter 130 is busy with another task. This can be recognized, for example, using a message that was sent out by the ID transmitter 130 to carry out the other task and was received by the one or more vehicle communication units 110 . The device 101 can also be set up to once again explicitly search for the ID transmitter 130 in the near-field zone 122 of the vehicle (using the localization method described further above). This can be done, for example, using UWB communication. If the ID transmitter 130 is no longer in the near-field zone 122, this can be interpreted as a zone exit from the near-field zone 122. As explained above, a pre-authentication can take place (possibly with different authentication levels). When approaching the near-field zone 122, secure authentication can take place with UWB. Reliable protection against relay attacks can thus be achieved. The UWB portion of the search of the ID transmitter 130 leads to increased protection, but lengthens the authentication process. In order to reduce the number of authentications, the pre-authentication can be permanently active until the ID transmitter 130 reports an exit from the near-field zone 122 again.

When accessing the proximity and/or contact sensor 104 of a door handle, it may then only be possible to localize the ID transmitter 130 in the LF radio range in order to bring about unlocking. The UWB authentication does not have to be performed again. In this way, the process of unlocking the door can be accelerated. Furthermore, the energy consumption of the ID transmitter 130 can be further reduced in this way.

If necessary, a two-factor authentication can be carried out. If the ID transmitter 130 is disturbed on the LF radio link, this can result in the ID transmitter 130 logging out of the interior zone 123, which can lead to the vehicle 100 locking.

The device 101 can be set up to use an additional radio channel for locating the ID transmitter 130 (in particular UWB), with the additional radio channel typically not being disturbed at the same time (e.g. UWB uses a radio channel in the frequency range 6-8 GHz, while the LF communication e.g. takes place at 125kHz). It is therefore unlikely that both radio bands will be jammed at the same time. The additional check with an additional radio channel can reduce the probability that the ID transmitter 130 will be locked in the vehicle 100 .

In an example, the following steps can be run through: Approaching the ID transmitter 130 to the vehicle 100: a. the ID transmitter 130 is initially arranged outside the radio range of the vehicle 100; b. the vehicle 100 periodically transmits radio signals, ie request messages (“polling”). The radio signal contains a zone ID of a zone 121; c. the ID transmitter 130 approaches the vehicle 100 and comes within radio range of the zone 121; i.e. the ID transmitter 130 recognizes the radio signal and reports this to the vehicle 100 (through a registration message); e. the vehicle 100 reports back that the signal was received from the ID transmitter 130 (in a report message) and switches to another zone ID with a smaller range (ie for a smaller zone 122); f. the vehicle 100 can perform a function, eg, provide a welcome light; G. the ID transmitter 130 continues to approach and comes into the next zone 122; H. the ID transmitter 130 recognizes the new zone ID and again sends a radio signal (ie a registration message) to the vehicle 100; i. the vehicle 100 reports back that the signal was received from the ID transmitter 130 (in a feedback message) and changes to a different zone ID for a zone 124 with a longer range, which serves to recognize that the ID transmitter 130 leaves the vehicle area again (see point 2 below); j. the vehicle 100 can in turn perform a function, eg unlocking; i. Alternatively, pre-authentication can be performed instead of unlocking; in this case, it is not unlocked immediately, but unlocking when the door handle is touched can be accelerated, since authentication no longer has to be carried out when touched. 2. When leaving the vehicle area a. the system may be in state li (with one door unlocked); b. the ID transmitter 130 moves away from the vehicle 100; c. the ID transmitter 130 notices that it no longer receives the radio signal (ie, the request message) from the vehicle 100; i.e. the ID transmitter 130 reports this to the vehicle 100 (and thus carries out an explicit deregistration); e. the vehicle 100 may conduct an indoor search for the ID transmitter 130 to prevent the ID transmitter 130 from being locked in the vehicle 100; this can be done by default using LF communication. If the ID transmitter 130 cannot be found via LF communication, there may be radio interference. In this case, a further search for the ID transmitter 130 can be carried out via UWB communication; f. If the ID transmitter 130 is not located in the interior of the vehicle 100, the vehicle 100 is locked and returns to the above-mentioned state la.

2a shows a flowchart of an exemplary (possibly computer-implemented) method 200 for operating an ID transmitter 130 (e.g. a vehicle key or a smartphone) for an access system to a (motor) vehicle 100. The method 200 can be carried out by the ID Encoder 130 are running.

Method 200 includes receiving 201 an inquiry message for a first zone 121 , 122 , 124 , which is arranged in an area surrounding vehicle 100 . The request message was sent from a vehicle communication unit 110 of the vehicle 100 (eg in the LF frequency range). The Request message can have a range that corresponds to the area of the first zone 121, 122, 124.

The method 200 also includes, in response to the receiving 201, sending 202 a registration message to register the ID transmitter 130 in the first zone 121, 122, 124 to the vehicle communication unit 110. The method 200 also includes, in response then receiving 203 a confirmation message to confirm the registration of the ID transmitter 130 in the first zone 121 , 122 , 124 , the confirmation message being sent by the vehicle communication unit 110 .

A handshake method can thus be used to register the ID transmitter 130 (once) in a zone 121 , 122 , 124 in the vicinity of the vehicle 100 . The ID transmitter 130 can then be put into an energy-saving mode. In particular, it is possible to dispense with the sending of further responses to further request messages. In this way, the energy consumption of the ID transmitter 130 can be reduced.

2b shows a flow chart of a corresponding (possibly computer-implemented) method 210 for operating an access system to a vehicle 100. The method 210 can be executed, for example, by a (control) device 101 of the vehicle 100. Furthermore, the method 210 can be carried out using a vehicle communication unit 110 of the vehicle 100 .

Method 210 includes sending 211 an inquiry message for a first zone 121, 122, 124 in the area surrounding vehicle 100. In this context, inquiry messages can be sent out repeatedly, in particular periodically.

Furthermore, the method 210 in response to the sending 211, the receiving 212 of a registration message for registration of an ID transmitter 130 in the first zone 121, 122, 124, the registration message being sent by the ID transmitter 130. In addition, the method 210 includes, in response, sending 213 a confirmation message to confirm the registration of the ID transmitter 130 in the first zone 121, 122, 124 to the ID transmitter 130. The ID transmitter 130 can then in a power saving mode be operated as long as the ID transmitter 130 is in the first zone 121, 122, 124. It is then only necessary to wake up the ID transmitter 130 when the zone 121, 122, 124 changes. In this way, the energy consumption of the ID transmitter 130 can be reduced.

An ID transmitter 130 can be explicitly logged off from a zone 121, 122, 124 in a corresponding manner. In this context, Fig. 3a shows a flowchart of an exemplary (possibly computer-implemented) method 300 for operating an ID transmitter 130 (e.g. a vehicle key or a smartphone) for an access system to a (motor) vehicle 100. The method 300 can be performed by the ID transmitter 130.

The method 300 includes determining 301 that the ID transmitter 130 has left the first zone 121, 122, 124. For example, it can be recognized that one or more received request messages have a zone ID that differs from the first zone.

Method 300 also includes, in response, sending 302 a logoff message to log off from the first zone 121, 122, 124 to a vehicle communication unit 110 of vehicle 100. Method 300 also includes, in response, receiving 303 a confirmation message for confirming the deregistration from the first zone 121, 122, 124, which was sent by the vehicle communication unit 110. A particularly reliable operation of the access system can be made possible in this way. 3b shows a flow chart of a corresponding (possibly computer-implemented) method 310 for operating an access system to a vehicle 100. The method 310 can be executed by a (control) device 101 of the vehicle 100, for example. Furthermore, the method 310 may be performed based on (ie using) a vehicle communication unit 110 of the vehicle 100 .

The method 310 includes receiving 311 a deregistration message for deregistering an ID transmitter 130 from a first zone 121, 122, 124, the first zone being arranged around the vehicle 100. Furthermore, the method 310 includes, in response to this, the sending 312 of a confirmation message to confirm the logout from the first zone 121, 122, 124 to the ID transmitter 130. In this way, particularly reliable operation of the access system can be made possible.

4 shows a flowchart of an exemplary (possibly computer-implemented) method 400 for operating an access system to a vehicle 100. The method 400 can be executed, for example, by a (control) device 101 of the vehicle 100. Further, the method 400 may be performed using (i.e. using) a vehicle communication unit 110 of the vehicle 100 .

The method 400 comprises, in response to a registration of an ID transmitter 130 in a first zone 122 (in particular in a near-field zone) around the vehicle 100, the authentication 401 of the ID transmitter 130 using UWB communication, even before using an approach - and/or touch sensor 104 of vehicle 100 an approach and/or touch of a door handle of a vehicle door of vehicle 100 was detected. The authentication of the ID transmitter 130 that is already present can then be used at a later point in time to unlock the vehicle door. In particular, the method 400 may include maintaining 402 the authentication of the ID Encoder 130 as long as the ID transmitter is registered in the first zone 122. In this way, access to the vehicle 100 can be expedited in a safe manner.

5 shows a flowchart of an exemplary (possibly computer-implemented) method 500 for operating an access system to a vehicle 100. The method 500 can be executed, for example, by a (control) device 101 of the vehicle 100. Further, the method 500 may be performed based on (i.e. using) at least one vehicle communication unit 110 of the vehicle 100 .

The method 500 includes determining 501 that an ID transmitter 130 has been deregistered from a first zone 122 (in particular from the near-field zone) around the vehicle 100 . Signing out of the first zone 122 may typically result in the vehicle door being locked.

Furthermore, the method 500 includes checking 502 based on a first communication with the ID transmitter 130 in a first frequency range, in particular in the LF frequency range, whether the ID transmitter 130 is in the interior of the vehicle 100 . For this purpose, triangulation and/or a fingerprinting method and/or an analysis of the transit time of a message between the vehicle communication unit 110 and the ID transmitter 130 can be used.

The method 500 also includes checking 503 , based on a second communication with the ID transmitter 130 in a second frequency range, in particular in the UWB frequency range, whether the ID transmitter 130 is in the interior of the vehicle 100 . For this purpose, triangulation and/or a fingerprinting method and/or an analysis of the transit time of a message between the vehicle communication unit 110 and the ID transmitter 130 can be used. The method 500 also includes locking 504 the vehicle door of the vehicle 100 if (in particular only if) the first and the second communication result in the ID transmitter 130 not being located in the interior of the vehicle 100 .

A multi-way check of the position of the ID transmitter 130 can thus be carried out. In this way, the convenience and reliability of the access system can be increased. The present invention is not limited to the exemplary embodiments shown. In particular, it should be noted that the description and the figures are only intended to illustrate the principle of the proposed methods, devices and systems by way of example.

Claims

- 28 -

Expectations

1) ID transmitter (130) for an access system to a vehicle (100); wherein the ID transmitter (130) is designed

- to receive an inquiry message for a first zone (121, 122, 124) in a vicinity of the vehicle (100), which was sent from a vehicle communication unit (110) of the vehicle (100);

- in response thereto, sending a registration message for registration in the first zone (121, 122, 124) to the vehicle communication unit (110); and

- in response thereto, receiving an acknowledgment message confirming registration in the first zone (121, 122, 124) sent by the vehicle communication unit (110).

2) ID transmitter (130) according to claim 1, wherein the ID transmitter (130) is designed

- responsive to receiving the acknowledgment message, ignoring one or more further request messages from the vehicle communication unit (110) for the first zone; and or

- enter a power saving mode in response to receipt of the confirmation message.

3) ID transmitter (130) according to any one of the preceding claims, wherein

- the first zone (121, 122, 124) request message comprises a zone ID for the first zone (121, 122, 124); and

- the ID transmitter (130) is designed,

- to check on the basis of the zone ID in the request message whether the ID transmitter (130) is already registered in the first zone (121, 122, 124) or not; and

- the registration message for registration in the first zone (121, 122, 124) to the vehicle communication unit (110). send if it was determined that the ID transmitter (130) is not yet registered in the first zone (121, 122, 124); and or

- Prevent the sending of the registration message for registration in the first zone (121, 122, 124) if it has been determined that the ID transmitter (130) is already registered in the first zone (121, 122, 124).

4) ID transmitter (130) according to any one of the preceding claims, wherein the ID transmitter (130) is set up,

- determining that the ID transmitter (130) has left the first zone (121, 122, 124);

- in response thereto, sending a de-registration message to the vehicle communication unit (110) for de-registration from the first zone (121, 122, 124); and

- in response thereto, receiving an acknowledgment message confirming de-registration from the first zone (121, 122, 124) sent by the vehicle communication unit (110).

5) ID transmitter (130) according to claim 4, wherein the ID transmitter (130) is set up

- detect that no request message with a zone ID for the first zone (121, 122, 124) has been received for a minimum period of time; and or

- to recognize that a request message with a zone ID for another zone (121, 122, 124) has been received; and

- determine based on that the ID transmitter (130) has left the first zone (121, 122, 124).

6) device (101) for controlling an access system to a vehicle (100); wherein the device (101) is set up using a vehicle communication unit (110) of the vehicle (100), - Repeatedly, in particular, to send an inquiry message for a first zone (121, 122, 124) in an area surrounding the vehicle (100);

- in response thereto receiving a registration message for registering an ID transmitter (130) in the first zone (121, 122, 124), which was sent by the ID transmitter (130); and

- in response to this, sending a confirmation message to the ID transmitter (130) to confirm the registration of the ID transmitter (130) in the first zone (121, 122, 124). ) Device (101) according to claim 6, wherein the device (101) is set up, based on the vehicle communication unit (110) of the vehicle (100), in response to the sending of the confirmation message, in particular repeatedly, a request message for a second zone ( 121, 122, 124) in the vicinity of the vehicle (100). ) Device (101) according to any one of claims 6 to 7, wherein the device (101) is set up, based on the vehicle communication unit (110) of the vehicle (100),

- Receive a logout message for logging out of the ID transmitter (130) from the first zone (121, 122, 124); and

- in response thereto, sending a confirmation message to the ID transmitter (130) to confirm the deregistration from the first zone (121, 122, 124). ) Device (101) according to any one of claims 6 to 8, wherein

- The ID transmitter (130) is designed to send a logout message in a frequency range, in particular in an HF frequency range; and

- the device (101) is set up, - to recognize that the ID transmitter (130) has sent a message in the frequency range that differs from the logout message;

- in response thereto, checking whether the ID transmitter (130) is still located in the first zone (121, 122, 124); and

- to log off the ID transmitter (130) from the first zone (121, 122, 124) if the check reveals that the ID transmitter (130) is no longer in the first zone (121, 122, 124) located. ) Device (101) according to any one of claims 6 to 9, wherein the device (101) is set up,

- in response to the registration of the ID transmitter (130) in the first zone (122) to authenticate the ID transmitter (130) using a UWB communication, even before using a proximity and / or touch sensor (104) of the vehicle ( 100) an approach and/or touching of a door handle of a vehicle door of the vehicle (100) was detected; and

- maintain the authentication of the ID transmitter (130) as long as the ID transmitter is registered in the first zone (122). ) Device (101) according to claim 10, wherein the device (101) is set up to cause the vehicle door of the vehicle (100) without re-authentication of the ID transmitter (130) is unlocked when based on the approach and / or Touch sensor (104) of the vehicle (100) an approach and / or touch of the door handle of the vehicle door of the vehicle (100) was detected. ) Device (101) according to any one of claims 6 to 11, wherein the device (101) is set up, - 32 -

- determining that the identifier (130) has been deregistered from the first zone (122);

- Using a first communication with the ID transmitter (130) in a first frequency range, in particular in an LF frequency range, to check whether the ID transmitter (130) is in an interior of the vehicle (100);

- Using a second communication with the ID transmitter (130) in a second frequency range, in particular in a UWB frequency range, to check whether the ID transmitter (130) is in the interior of the vehicle (100); and

- to lock a vehicle door of the vehicle (100) if the first and the second communication show that the ID transmitter (130) is not in the interior of the vehicle (100). ) Method (200) for operating an ID transmitter (130) for an access system to a vehicle (100); the method (200) comprising

- Receiving (201) an inquiry message for a first zone (121, 122, 124) in an area surrounding the vehicle (100), which was sent by a vehicle communication unit (110) of the vehicle (100);

- in response thereto, sending (202) a registration message for registration in the first zone (121, 122, 124) to the vehicle communication unit (110); and

- in response thereto, receiving (203) a confirmation message confirming registration in the first zone (121, 122, 124) sent from the vehicle communication unit (110). ) Method (300) for operating an ID transmitter (130) for an access system to a vehicle (100); the method (300) comprising

- determining (301) that the ID transmitter (130) has left the first zone (121, 122, 124); - 33 -

- in response thereto, sending (302) a de-registration message for de-registration from the first zone (121, 122, 124) to a vehicle communication unit (110) of the vehicle (100); and

- in response thereto, receiving (303) a confirmation message confirming de-registration from the first zone (121, 122, 124) sent from the vehicle communication unit (110). ) Method (210) for operating an access system to a vehicle (100); the method (210) comprising, using a vehicle communication unit (110) of the vehicle (100),

- Sending (211) a request message for a first zone (121, 122, 124) in an area surrounding the vehicle (100);

- in response thereto, receiving (212) a registration message for registering an ID transmitter (130) in the first zone (121, 122, 124), which was sent by the ID transmitter (130); and

- in response thereto, sending (213) to the ID transmitter (130) a confirmation message confirming the registration of the ID transmitter (130) in the first zone (121, 122, 124). ) Method (310) for operating an access system to a vehicle (100); the method (310) comprising, using a vehicle communication unit (110) of the vehicle (100),

- Receiving (311) a deregistration message for deregistering an ID transmitter (130) from a first zone (121, 122, 124) around the vehicle (100); and

- in response thereto, sending (312) a confirmation message confirming the deregistration from the first zone (121, 122, 124) to the ID transmitter (130). - 34 -) Method (400) for operating an access system to a vehicle (100); the method (400) comprising, using a vehicle communication unit (110) of the vehicle (100),

- In response to a registration of an ID transmitter (130) in a first zone (122) around the vehicle (100), authenticating (401) of the ID transmitter (130) using a UWB communication, even before using an approach and / or touch sensor (104) of the vehicle (100) an approach and / or touch of a door handle of a vehicle door of the vehicle (100) was detected; and

- Maintaining (402) the authentication of the ID transmitter (130) as long as the ID transmitter is registered in the first zone (122). ) Method (500) for operating an access system to a vehicle (100); the method (500) comprising, using a vehicle communication unit (110) of the vehicle (100),

- Determining (501) that an ID transmitter (130) has been deregistered from a first zone (122) around the vehicle (100);

- Checking (502), based on a first communication with the ID transmitter (130) in a first frequency range, in particular in an LF frequency range, whether the ID transmitter (130) is in an interior of the vehicle (100);

- Checking (503), based on a second communication with the ID transmitter (130) in a second frequency range, in particular in a UWB frequency range, whether the ID transmitter (130) is in the interior of the vehicle (100); and

- Locking (504) a vehicle door of the vehicle (100) if the first and the second communication show that the ID transmitter (130) is not in the interior of the vehicle (100).