FORM 2
THE PATENTS ACT, 1970
(39 OF 1970)
AND
THE PATENT RULES, 2003
COMPLETE SPECIFICATION
(See section 10 and rule 13)
“ULTRA WIDE BAND (UWB) BASED VEHICLE ACCESS SYSTEM AND A
METHOD THEREOF”
Name and Address of the Applicant: MINDA CORPORATION LIMITED of E-5/2, Chakan Industrial Area, Phase- III M.I.D.C. Nanekarwadi, Tal: Khed, Dist., Pune, Maharashtra, 410-501, India
Nationality: Indian
The following specification particularly describes the invention and the manner in which it
is to be performed.

TECHNICAL FIELD
[001] The invention relates to the technical field of passive entry passive start (PEPS) vehicle security system, in particular to a Bluetooth Low Energy (BLE)-Ultrawide band (UWB) based ranging and localization using a single BLE-UWB anchor.
BACKGROUND OF INVENTION
[002] The following description includes information that may be useful in understanding the present disclosure. It is not an admission that any of the information provided herein is prior art or relevant to the present disclosure, or that any publication specifically or implicitly referenced is prior art.
[003] Passive entry passive start (PEPS) systems and remote keyless entry (RKE) systems include a portable remote-control unit and a base station. The remote-control unit, for instance, a key fob (“fob”), is carried by a user. The base station is at a target device such as a vehicle. The fob and the base station wirelessly communicate with one another for controlling the target device using remote access methods.
[004] Passive entry functions provided by a vehicular PEPS system include automatically unlocking the vehicle doors when an authorized fob is brought into the vicinity of the vehicle. The PEPS system may also detect for an authorized fob in response to a vehicle door handle being touched. Passive start functions provided by a vehicular PEPS system include automatic cranking of the vehicle’s engine, by a user in possession of the authorized fob, upon pressing a start/stop button on the dashboard of the vehicle.
[005] There are multiple attacking methods through which PEPS system can be deceived or intruded, which includes but not restricted to relay and replay attacks. With such methods, the vehicle security system gets either relaying or replaying short-range request or reply to communications that are commonly associated with PEPS systems without the owner's knowledge. There are multiple ways to prevent and avoid such

replay or relay attacks, which includes but not restricted to Received signal strength Indicator (RSSI) and Time of Flight (ToF) based methods. These generally use Low frequency-radio frequency (LF-RF), Bluetooth low energy (BLE) and near field communication (NFC) technology-based techniques but have not been able to completely mitigate the relay and replay attacks.
[006] To overcome the aforementioned drawbacks, an ultrawide band (UWB) communication architecture is deployed in the vehicle that determines the position of the remote-control unit via UWB technology. The UWB communication technology mitigates the relay and replay attacks by determining the location or position of the remote-control unit. However, the use of multiple UWB anchors in a vehicle (typically 5 outside and 3 inside) is an expensive solution, and further, integration of multiple UWB anchors makes the solution complex as well.
[007] Therefore, there is felt a need for resolving the above-mentioned drawbacks.
SUMMARY OF INVENTION
[008] The present disclosure overcomes one or more shortcomings of the prior art and provides additional advantages discussed throughout the present disclosure. Additional features and advantages are realized through the techniques of the present disclosure. Other embodiments and aspects of the disclosure are described in detail herein and are considered a part of the claimed disclosure.
[009] In an aspect, the present disclosure relates to a BLE (Bluetooth Low Energy)-Ultrawide band (UWB) based vehicle access system. The vehicle access system includes a first BLE-UWB transceiver, a second BLE-UWB transceiver, and a controller operatively coupled to the first BLE-UWB transceiver. The first BLE-UWB transceiver installed within a vehicle at a position based on at least one parameter. The second BLE-UWB transceiver is associated with a remote-control unit. The remote-control unit is present in close vicinity of a user. The controller is

configured to validate authorization of the second BLE-UWB transceiver with respect to the first BLE-UWB transceiver. Further, the controller is configured to perform at least one vehicular action dynamically, via the first BLE-UWB transceiver, on detecting presence of the second BLE-UWB transceiver in at least one zone and the validated authorization.
[0010] In one exemplary embodiment, to validate the authorization of the second BLE-UWB transceiver, the controller is configured to: transmit a request pulse from the first BLE-UWB transceiver to the second BLE-UWB transceiver; and receive a reply pulse from the second BLE-UWB transceiver in response to the request pulse.
[0011] In one exemplary embodiment, the at least one parameter comprises a dimension of the vehicle.
[0012] In one exemplary embodiment, to detect the presence of the second BLE-UWB transceiver in the at least one zone of the first BLE-UWB transceiver, the controller is configured to: determine a distance between the first BLE-UWB transceiver and the second BLE-UWB transceiver, based on a request pulse sent by the first BLE-UWB transceiver and a corresponding reply pulse received from the second BLE-UWB transceiver; and detect the presence of the second BLE-UWB transceiver within the at least one zone of the first BLE-UWB transceiver once the determined distance falls within a range.
[0013] In one exemplary embodiment, the at least one zone corresponds to a first zone, a second zone, and a third zone. The first zone relates to a first outer coverage area of the vehicle, the second zone relates to a second outer coverage area of the vehicle, and the third zone relates to an inner coverage area of the vehicle. Further, a distance between first zone and second zone is at least 3 meters.

[0014] In one exemplary embodiment, the remote-control unit is selected from at least one of: a key fob, a smart phone, a communication device, a tablet, a smart watch, or any other object capable of transmitting radio signals over BLE and ultra-wideband.
[0015] In one exemplary embodiment, the at least one vehicular action comprises: a vehicular dynamic ranging action and a vehicular dynamic localization action. The vehicular dynamic ranging action is to provide a passive entry for locking/unlocking of at least one door of the vehicle, and the vehicular dynamic localization action is to provide a passive start for cranking of the vehicle.
[0016] In another aspect, the present disclosure relates to a method for accessing a vehicle. The method includes installing a first BLE-Ultra-wide band (UWB) transceiver within the vehicle at a position based on at least one parameter. Further, the method includes associating a second BLE-UWB transceiver with a remote-control unit, wherein the remote-control unit is present in close vicinity of a user. Furthermore, the method includes validating authorization of the second BLE- UWB transceiver with respect to the first BLE-UWB transceiver and the vehicle. Moreover, the method includes performing at least one vehicular action dynamically, via the first BLE- UWB transceiver, on detecting presence of the second BLE- UWB transceiver in at least one zone and the validated authorization.
[0017] In one exemplary embodiment, the method includes transmitting a request pulse from the first BLE-UWB transceiver to the second BLE-UWB transceiver. Further, the method includes receiving a reply pulse from the second BLE-UWB transceiver in response to the request pulse.
[0018] In one exemplary embodiment, upon detecting the presence of the second BLE-UWB transceiver in the at least one zone of the first BLE-UWB transceiver, the method includes determining a distance between the first BLE-UWB transceiver and the second BLE-UWB transceiver based on a request pulse sent by the first BLE-UWB

transceiver and a corresponding reply pulse received from the second BLE-UWB transceiver. Further, the method includes detecting the second BLE-UWB transceiver within the at least one zone of the first BLE-UWB transceiver once the determined distance falls within a range.
[0019] In one exemplary embodiment, the at least one zone corresponds to a first zone, a second zone, and the third zone. The first zone relates to the first outer coverage area of the vehicle, the second zone relates to the second outer coverage area of the vehicle, and the third zone relates to the inner coverage area of the vehicle. In another exemplary embodiment of the present disclosure, a distance between first zone and second zone is 3 meters.
[0020] In one exemplary embodiment, the remote-control unit is selected from at least one of: a key fob, a smart phone, a communication device, a tablet, a smart watch, or any other object capable of transmitting radio signals over BLE and ultra-wideband and being sensed in a predefined range by the first BLE-UWB transceiver.
[0021] In one exemplary embodiment, the at least one vehicular action comprises: a vehicular dynamic ranging action and a vehicular dynamic localization action, wherein the vehicular dynamic ranging action is to provide a passive entry for locking/unlocking of at least one door of the vehicle, and the vehicular dynamic localization action is to provide a passive start for cranking of the vehicle.
[0022] The foregoing summary is illustrative only and is not intended to be in any way limiting. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features will become apparent by reference to the drawings and the following detailed description.

[0023] The embodiments of the disclosure itself, as well as a preferred mode of use, further objectives and advantages thereof, will best be understood by reference to the following detailed description of an illustrative embodiment when read in conjunction with the accompanying drawings. One or more embodiments are now described, by way of example only, with reference to the accompanying drawings in which:
[0024] Figure 1 illustrates a block diagram of an exemplary passive entry passive start (PEPS) vehicle security system using a first Bluetooth Low Energy (BLE) -ultra-wide band (UWB) transceiver, hereafter the system, in accordance with an embodiment of the present disclosure.
[0025] Figure 2a illustrates a top view of a vehicle equipped with the system of Figure 1, in accordance with an embodiment of the present disclosure.
[0026] Figure 2b illustrates a side view of the vehicle equipped with the system of Figure 1, in accordance with an embodiment of the present disclosure.
[0027] Figure 2c illustrates a front view of the vehicle equipped with the system of Figure 1, in accordance with an embodiment of the present disclosure.
[0028] Figure 3 depicts a method for providing the passive entry passive start (PEPS) vehicle security system using the first BLE-Ultra-wide band (UWB) transceiver, in accordance with an embodiment of the present disclosure.
[0029] Figure 4 illustrates a flow chart depicting ranging (Passive entry) and localization (Passive start) using the first BLE- UWB transceiver mounted inside the vehicle, in accordance with an embodiment of the present disclosure.

[0030] The figures depict embodiments of the disclosure for purposes of illustration only. One skilled in the art will readily recognize from the following description that alternative embodiments of the structures and methods illustrated herein may be employed without departing from the principles of the disclosure described herein.
DETAILED DESCRIPTION
[0031] While the disclosure is susceptible to various modifications and alternative forms, specific embodiments thereof have been shown by way of example in the FIGS. and will be described in detail below. It should be understood, however that it is not intended to limit the disclosure to the forms disclosed, but on the contrary, the disclosure is to cover all modifications, equivalents, and alternatives falling within the scope of the disclosure as defined by the appended claims.
[0032] Before describing detailed embodiments, it may be observed that the complexity and cost related issues as described in the background section of the disclosure, may be resolved by a single anchor based Bluetooth Low Energy (BLE)-Ultra Wide Band (UWB) node architecture, which is capable of handling ranging and localization issues using dynamic radius adjustment of zone of interest based on scenario identification. According to an embodiment of present disclosure, an architecture having BLE based UWB dynamic radius adjustment comprises a first BLE-UWB transceiver (single BLE based UWB anchor) that is employed within a vehicle at a position based on a parameter and a controller is associated with the first BLE-UWB transceiver. The first BLE-UWB transceiver performs vehicular action dynamically if it validates presence of a second BLE- UWB transceiver in at least one specific zone. It is to be noted that a person skilled in the art can be motivated from the present disclosure and modify the arrangement and features of the first BLE-UWB transceiver. However, such modification should be construed within the scope of the present disclosure. Accordingly, the drawings are showing only one of the exemplary scenarios that is pertinent to understanding the embodiments of the present disclosure

so as not to obscure the disclosure with details that will be readily apparent to those of ordinary skill in the art having benefit of the description herein.
[0033] In the present disclosure, the term “exemplary” is used herein to mean “serving as an example, instance, or illustration.” Any embodiment or implementation of the present subject matter described herein as “exemplary” is not necessarily to be construed as preferred or advantageous over other embodiments.
[0034] The terms “comprise”, “comprising”, “include”, “including”, or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a device that comprises a list of components does not include only those components but may include other components not expressly listed or inherent to such setup or device. In other words, one or more elements in a system or apparatus proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the system or apparatus.
[0035] The terms like “at least one” and “one or more” may be used interchangeably or in combination throughout the description.
[0036] The terms like “single anchor” and “first BLE-UWB transceiver”, may be used interchangeably or in combination throughout the description.
[0037] While the present disclosure is illustrated in the context of a multi-wheeled vehicle, however, PEPS, its aspects and features thereof can be used with other type of vehicles as well. The term “vehicle” comprises vehicles such as Hatchback, Sedan, Tough Utility Vehicle (TUV), Kool Utility Vehicle (KUV), Sport Utility Vehicle (SUV), Crossover Utility Vehicle (XUV), Multi Utility Vehicle (MUV), Coupe, Convertible, and Pickup Truck, and the like.

[0038] The foregoing has broadly outlined the features and technical advantages of the present disclosure in order that the detailed description of the disclosure that follows may be better understood. It should be appreciated by those skilled in the art that the conception and specific embodiment disclosed may be readily utilized as a basis for modifying or designing other structures for carrying out the same purposes of the present disclosure.
[0039] The novel features which are believed to be characteristic of the disclosure, both as to its organization and method of operation, together with further objects and advantages will be better understood from the following description when considered in connection with the accompanying Figures. It is to be expressly understood, however, that each of the Figures is provided for the purpose of illustration and description only and is not intended as a definition of the limits of the present disclosure.
[0040] The present disclosure aims to overcome the issues with a conventional passive entry passive start (PEPS) vehicle security system. The conventional PEPS deployed in the vehicle to determine position of a remote-control unit via BLE-UWB technology. By way of example with no limitation, the operating concept of BLE-UWB communication technology is described as that the UWB technology works on frequency of 6 Ghz to 8.5 Ghz, and the BLE technology works at frequency of 2.4 Ghz. The BLE based UWB technology is used for short distance communication, as it gives accurate precision in identification of objects within the range. Once the remote-control unit which includes but not limited to a smartphone, wristband, smart watch or smart key, equipped with a UWB radio, comes into range of another BLE-UWB device, such as the BLE based UWB anchor in this case, the BLE based UWB anchor starts ranging. The ranging is done by performing “Time of Flight (ToF)” measurements between the remote-control unit and the BLE based UWB anchor (i.e., Second BLE-UWB transceiver). Depending on the type of the application, either the

remote-control unit (i.e., Second BLE-UWB transceiver) or the fixed BLE-UWB anchor (i.e., first BLE-UWB transceiver) calculates the precise location.
[0041] The UWB communication technology mitigates relay and replay attacks by determining location or position of the remote-control unit (i.e., Second BLE-UWB transceiver). Further, the conventional PEPS is deployed with multiple ultra-wide band (UWB) anchors placed at different locations (typically 5 outside and 3 inside) within the vehicle. However, the use of multiple UWB anchors in a vehicle is an expensive solution, and further integration of these anchor nodes is also complex.
[0042] Thus, to overcome this problem, the present disclosure provides a single anchor that is a combination of BLE and UWB, this single anchor dynamic adjusts the radius to detect the remote-control unit. The single anchor node comprises a Bluetooth Low Energy (BLE)-ultra-wide band (UWB) anchor mounted on to the vehicle. The solution proposed in the present disclosure allows the PEPS system of the vehicle to be enabled by a single BLE-UWB anchor placed at an appropriate position within a vehicle for providing the accurate precision in terms of range and location identification. With the use of single BLE-UWB anchor the proposed solution covers the different area for localization (Passive start) and ranging (Passive entry), in turn, handling both the use cases for passive start and passive entry by dynamically changing the radius of coverage area. Further, the solution is cost effective as all the tasks related to localization and ranging that are earlier perceived using multiple anchors may be performed using a single anchor node. Furthermore, single anchor solution provides similar accuracy in centimeters along with security. Due to the presence of single anchor, the present disclosure is advantageous in terms of space and complexity as compared to the conventional PEPS system.
[0043] Reference will now be made to the exemplary embodiments of the disclosure, as illustrated in the accompanying drawings. Wherever possible, same numerals will be

used to refer to the same or like parts. Embodiments of the disclosure are described in the following paragraphs with reference to Figures 1-4.
[0044] Figure 1 illustrates a block diagram of an exemplary passive entry passive start (PEPS) vehicle security system 100 using a first Bluetooth Low Energy (BLE) based ultra-wide band (UWB) transceiver (i.e., first BLE-UWB transceiver) 106, in accordance with an embodiment of the present disclosure. As it become apparent in the description that follows, the system 100 is generally configured to thwart a relay attack on the system 100 by determining a distance 122 between a vehicle 102 and a remote-control unit 104. Referring to Figure 1, the remote-control unit 104 is wirelessly connected to the first BLE-UWB transceiver 106. As used herein, the remote-control unit 104 may be anything that an operator (not shown) of the vehicle 102 carries for activating the PEPS. By way of example with no limitation, the remote-control unit 104 is selected from at least one of a key fob, a smart phone, a communication device, a tablet, a smart watch, or any other object capable of transmitting radio signals over BLE and ultra-wideband.
[0045] Particularly, the system 100 may include the first BLE-UWB transceiver 106, hereafter the first BLE-UWB transceiver 106, employed within the vehicle 102. The first BLE-UWB transceiver 106 installed within the vehicle 102 at a position based on at least one parameter. In an embodiment of the present disclosure, the at least one parameter comprises a dimension of the vehicle 102. A person skilled in the art may appreciate that there may be other parameters as well that may be introduced at different stages based on the requirement of the process such as placement of first BLE-UWB transceiver etc. The first BLE-UWB transceiver 106 may be connected to the controller 114 through wireless technology or wired technology. A person skilled in the same art may easily understand that the term “controller” generally as an Electronic Control Unit (ECU) employed within the vehicle. In one example, the ECU may be configured to continuously collect data from the first BLE-UWB transceiver 106 in real-time. Further, the controller 114 is shown separated from the

first BLE -UWB transceiver 106 only for the purpose of illustration. It is recognized that the controller 114 and the first BLE-UWB transceiver 106 may be integrated into a single housing (not shown). A single housing may be preferable to minimize signal propagation delays caused by having the controller 114 and the first BLE-UWB transceiver 106 at separate locations on the vehicle 102. Furthermore, the system 100 may include a second BLE-UWB transceiver 108. The second BLE-UWB transceiver 108 is installed in the remote-control unit 104.
[0046] The controller 114 may include a processor 116 such as a microprocessor or other control circuitry as should be evident to those in the art. The controller 114 may include memory (not shown) including non-volatile memory, such as electrically erasable programmable read-only memory (EEPROM) for storing one or more routines, thresholds and captured data. The one or more routines may be executed by the processor 116 to perform steps for operating the first BLE-UWB transceiver 106 on the vehicle 102 to determine the distance 122 to the remote-control unit 104 based on signals output and received by the controller 114 from the first BLE-UWB transceiver 106 as described herein.
[0047] In an embodiment of the present disclosure, the controller 114 may be configured to validate authorization of the second BLE-UWB transceiver 108 with respect to the first BLE-UWB transceiver 106 and the vehicle 102. In order to validate authorization, the controller 114 may be configured to transmit a request pulse 112 from the first BLE-UWB transceiver 106 to the second BLE-UWB transceiver 108. Further, the controller 114 may be configured to receive a reply pulse 110 from the second BLE-UWB transceiver 108 in response to the request pulse 112. Once the reply pulse is received in response to the request pulse, it validates the authorization of second BLE-UWB transceiver.
[0048] Furthermore, the controller 114 may be configured to perform at least one vehicular action dynamically, via the first BLE-UWB transceiver 106, based on presence of

the second BLE-UWB transceiver 108 in at least one zone and validated authorization. In an embodiment of the present disclosure, the at least one vehicular action comprises a vehicular dynamic ranging action and a vehicular dynamic localization action. In an embodiment of the present disclosure, the vehicular dynamic ranging action is to provide a passive entry for locking/unlocking of at least one door of the vehicle 102, and the vehicular dynamic localization action is to provide a passive start/stop button for cranking the vehicle’s 102 engine.
[0049] In order to detect the presence of the second BLE-UWB transceiver 108 within the at least one zone of the first BLE-UWB transceiver 106, the controller 114 may be configured to determine the distance 122 between the first BLE-UWB transceiver 106 and the second BLE-UWB transceiver 108. This determination may be based on the request pulse 112 sent by the first BLE-UWB transceiver 106, and a corresponding reply pulse received from the second BLE-UWB transceiver 108. In an exemplary embodiment of the present disclosure, the controller 114 may determine the distance 122 between the first BLE- UWB transceiver 106 and the second BLE-UWB transceiver 108 based on a first time interval between a request time and a corresponding reply pulse 110 that is received by the first BLE- UWB transceiver 106. By determining the distance 122, the controller 114 is configured to identify if the remote-control unit 104 is close enough to the vehicle 102, so that unlocking of door operation may be performed for an owner or operator of the vehicle 102. By way of example with no limitation, the controller 114 is further configured to unlock doors of the vehicle 102 only if the distance 122 is less than an unlock threshold, for example 3 meters (3 m). A skilled person in the art may recognize that BLE-UWB transceivers may determine a time-of-flight (TOF) based on the request pulse 112 and the reply pulse 110 to allow for the distance 122 to be determined with greater accuracy. While not subscribing to any particular theory, estimating distance based on signal strength has limited accuracy because multipath, interposed objects, antenna orientation, clothing, and other factors that may influence signal strength in an unpredictable manner. In contrast, measuring TOF to determine

the distance 122 (as performed in present disclosure) is considered as unimpacted in view of these factors, and the accuracy is same may be enhanced by using single BLE-UWB transceiver.
[0050] Once the determined distance 122 is present within a range, the controller 114 may further configured to detect the second BLE-UWB transceiver 108 within the at least one zone (as illustrated in Figures 2a-2c) of the first BLE-UWB transceiver 106. In an embodiment of the present disclosure, the at least one zone is dependent on the range. In one exemplary embodiment, the at least one zone corresponds to a first zone, a second zone, and a third zone. The first zone relates to a first outer coverage area of the vehicle 102, and the second zone relates to a second outer coverage area the vehicle 102, and the third zone relates to an inner coverage area of the vehicle 102. In an embodiment of the present disclosure, a distance between the first zone and the second zone is at least 3 meters. In another embodiment of the present disclosure, the distance between the first zone and second zone is at least 4 meters. It is to be appreciated that the distance between the first zone and second zone shall not be construed as limiting in any sense but the distance selection between first zone and second zone is performed in such a manner that the locking and unlocking of the door of the vehicle may be judged correctly.
[0051] In an exemplary embodiment of the present disclosure, the second BLE-UWB transceiver 108 may be the same make and model as the first BLE-UWB transceiver 106, or it may be a specialized device particularly well suited for being installed in the remote-control unit 104. Such constructional features may be altered depending on the requirement/concern noticed in this domain.
[0052] Figure 2a illustrates a top view 200a of the vehicle 102 equipped with the system 100 of Figure 1, in accordance with an embodiment of the present disclosure. The Figure 2a is explained in conjunction with Figure 1. As shown in Figure 2a, the first BLE- UWB transceiver 106 of Figure 1 is installed in the vehicle 102 based on

the at least one parameter. The at least one parameter may include but shall not be construed as limiting in any sense, the dimension of the vehicle and/or placement of the BLE-UWB transceiver. In an exemplary embodiment, as shown in figure 2a, the first BLE- UWB transceiver 106 may be installed at a middle point of the vehicle 102, specifically inside the vehicle 102. In an aspect, the first BLE-UWB transceiver 106 may be installed somewhere between the vehicle’s roof/top and the vehicle’s headliner, specifically at the middle point. A skilled person may understand that the term “headliner” used in the description is the material that covers the roof/top of the vehicle. In an embodiment of the present disclosure, position of the first BLE-UWB transceiver 106 may vary in every vehicle. Because, every vehicle may have different dimensions (length, breadth, height), therefore the position of the first BLE-UWB transceiver 106 may change accordingly.
[0053] Referring to Figure 2a, a circle 202 is defined around the vehicle 102, indicating a potential range 202 of the first BLE-UWB transceiver 106 outside the vehicle 102. The circle 202 may also be denoted as the first zone (as described in Figure 1) of the vehicle 102. In an exemplary embodiment of the present disclosure, the potential range 202 of the first BLE-UWB transceiver 106 may be customized, by the controller 114, up to a predefined distance across all direction. By way of example with no limitation, the predefined distance may vary up to at least 6 meters across all directions. Likewise, in Figure 2a, it is depicted that a circle 204 around the vehicle 102 represents the second zone of the vehicle 102. And a circle 206 within the vehicle represents the third zone of the vehicle 102.
[0054] Further, the single BLE-UWB transceiver 106 may be configured to perform dynamic radius adjustment. The dynamic radius adjustment may correspond to localization (Passive start) and ranging (passive entry) performed in different zones as depicted in Figure 2a. The different zones may include the first zone, the second zone, and the third zone.

[0055] In an embodiment of the present disclosure, the first zone may be defined to include detection of the second BLE-UWB transceiver 108 by the first BLE- transceiver 106. This detection process enables the system 100 of Figure 1 to identify the presence of the second BLE-UWB transceiver 108 in the vicinity of the vehicle 102. In another embodiment of the present disclosure, the second zone may relate to the passive entry/passive exit during which the vehicle’s doors may be unlocked or locked accordingly. The dynamic radius adjustment in the second zone allows seamless access to the vehicle 102 when a user possessing the second BLE-UWB transceiver 108 approaches or moves away from the vehicle 102. In yet another embodiment of the present disclosure, the third zone may relate to the passive start or cranking of vehicle’s engine, triggered upon detection of the second BLE-UWB transceiver 108 inside the vehicle 102.
[0056] Referring to Figure 2a, a distance 208 is represented between the first zone (first circle 202) and the second zone (second circle 204). In an embodiment of the present disclosure, a distance 208 between first zone and second zone is set to be at least 3 meters. The distance 208 shall not be construed as limiting in any sense.
[0057] Figure 2b illustrates a side view 200b of the vehicle 102 equipped with the system 100 of Figure 1, in accordance with an embodiment of the present disclosure. Figure 2c illustrates a front view 200c of the vehicle 102 equipped with the system 100 of Figure 1, in accordance with an embodiment of the present disclosure. However, details of the components of Figures 2b and 2c are same as that of Figure 2a. Therefore, details of the components are not presented in the description for the sake of brevity.
[0058] Figure 2b and Figure 2c particularly indicate different views of the vehicle 102 installed with the first BLE- UWB transceiver 106. The position of the first BLE-UWB transceiver 106 may cover a complete angle of 360-degrees. For example, the first BLE-UWB transceiver 106 may cover the potential range 202 of at least 6

meters in all directions. Referring to figure 2b, if the operator/user (not shown) having the remote-control unit 104 may enter in vicinity of the vehicle 102 from front-side (as shown in Figure 2b), the first BLE-UWB transceiver 106 may recognize the remote-control unit 104 in the first zone. The first BLE-UWB transceiver 106 may further transmit the signal (reply pulse 110 received from the remote-control unit 104) to the controller 114 to perform passive unlocking, when the remote-control unit 104 may be recognized in the second zone. The term “passive unlocking” means that all the doors of the vehicle 102 may be unlocked. In response to the successful reception of the signal by the controller 114, the door lock 118 (as shown in Figure 1) of the vehicle 102 may be unlocked. In particular, all the door locks may be unlocked by the controller 114. However, the unlocking/locking of all the doors or any particular door (e.g., driver-side door) may be customized and the same shall be appreciated by the person skilled in the same art.
[0059] While referring to figure 2c, the controller 114 may unlock all the vehicle’s doors if the user carrying the remote control unit 104 may enter within the potential range 202 of the vehicle 102 from the front-side. Whereas, if the remote-control unit 104 is not within the potential range 202, the first BLE-UWB transceiver 106 may transmit the signal (reply pulse 110 received from the remote-control unit 104) to the controller 114 to perform passive locking. The term “passive locking” means that all the doors of the vehicle 102 may be locked. The above description is written from the perspective if the remote-control unit 104 is present outside the vehicle 102 within the potential range 202.
[0060] However, if the remote-control unit 104 is present within the third zone of the vehicle 102, the first BLE-UWB transceiver 106 may transmit the signal (reply pulse 110 received from the remote-control unit 104) to the controller 114. The controller 114, based on the reception of the signal, may allow passive start. The term “passive start” means that the controller 114 may crank/start the vehicle’s 102 engine. Based on signals received from the first BLE-UWB transceiver 106, the controller 114 may

determine that the remote-control unit 104 is within the vehicle 102 or not, and so the system 100 is operated to allow passive starting of the vehicle by pressing a start/stop button 120 (as shown in Figure 1) or vehicle key, only if the distance 122 indicates that the remote-control unit 104 is inside the vehicle 102 or is present in the third zone.
[0061] Figure 3 depicts a method 300 for providing the passive entry passive start (PEPS) vehicle security system using the first BLE-UWB transceiver 106, in accordance with an embodiment of the present disclosure.
[0062] As illustrated in Figure 3, the method 300 includes one or more blocks determining exact position for placing/installing the first BLE-UWB transceiver 106 inside the vehicle 102. Determination of the exact location of the first BLE-UWB transceiver 106 is described in the below paragraphs of the description:
[0063] At block 302, the method 300 may include installing the first BLE-UWB transceiver 106, at different locations of the vehicle 102. The different locations refer to inside and outside of the vehicle 102.
[0064] At block 304, the method 300 may include deploying the remote-control unit 104 having the second BLE based UWB transceiver 108 in vicinity of the vehicle 102 considering all directions corresponding to each location as discussed in block 302. A skilled person in the art may understand that “all directions” means every side of the vehicle 102.
[0065] At block 306, the method 300 may include determining the potential range 202 of the first BLE-UWB transceiver 106 placed at different locations by calculating the time-of-flight (TOF), via the controller 114, between the first BLE-UWB transceiver 106 and the remote-control unit 104 at each different location. The first BLE-UWB transceiver 106 is configured to transmit the request pulse 112 upon detecting the

remote-control unit 104 within the potential range 202. Further, the first BLE-UWB transceiver 106 may detect the reply pulse 110 emitted by the remote-control unit 104. In response, the first BLE-UWB transceiver 106 may communicate the detection of the remote-control unit 104 to the controller 114. The controller 114 is further configured to determine the distance 122 between the first BLE-UWB transceiver 106 and the remote-control unit 104 based on the first time interval when the request is generated from the remote-control unit and the instance when the reply pulse 110 is received from the first BLE-UWB transceiver 106.
[0066] At block 308, the method 300 may include determining accuracy of the first BLE-UWB transceiver 106 based on the calculation of the time-of-flight (TOF) between the first BLE-UWB transceiver 106 and the remote-control unit 104 at each different location.
[0067] At block 310, the method 300 may include selecting location of the first BLE-UWB transceiver 106 with greater accuracy based on the determined accuracy of the first BLE- UWB transceiver 106. In an example, the selected location of the first BLE-UWB transceiver 106 may be the middle point of the vehicle 102, specifically inside the vehicle 102, as in this case. Further, the selected location of the first BLE- UWB transceiver 106 may also depend on the at least one parameter. The at least one parameter includes but may not be limited to the dimension of the vehicle. By way of example with no limitation, the first BLE-UWB transceiver 106 is installed somewhere between the vehicle’s roof/top and the vehicle’s headliner, specifically at the middle point. A skilled person may understand that the term “headliner” used in the description is the material that covers the ceiling of the vehicle. In an embodiment of the present disclosure, the location of the first BLE-UWB transceiver 106 may vary in every vehicle. Because, every vehicle may have different dimensions (length, breadth, height), therefore the position of the first BLE-UWB transceiver 106 may change accordingly.

[0068] The order in which the method 300 is described is not intended to be construed as a limitation, and any number of the described method blocks may be combined in any order to implement the method. Additionally, individual blocks may be deleted from the methods without departing from the spirit and scope of the subject matter described.
[0069] Figure 4 illustrates a flow chart 400 depicting ranging (Passive entry) and localization (Passive start) using the first BLE-UWB transceiver 106 mounted inside the vehicle 102, in accordance with an embodiment of the present disclosure. Figure 4 is explained in conjunction with Figures 1 and 2a-2c. In an embodiment of the present disclosure, the first (single) BLE-UWB transceiver 106 may be configured by the controller 114 to perform localization (Passive start) and ranging (passive entry). The localization (Passive start) and ranging (Passive entry) may be performed for the different zones. The different zones may include different ranges predefined by the controller 114. As shown in Figures 2a-2c, the different zones may include the first zone, the second zone, and the third zone.
[0070] Referring to the description of Figures 1-2c, the first zone may correspond to the first outer coverage area of the vehicle 102, the second zone may correspond to the second outer coverage area of the vehicle 102, and the third zone may correspond to the inner coverage area of the vehicle 102. In an exemplary embodiment of the present disclosure, the predefined range for the first outer coverage area (First zone) may be greater than the predefined range for the second outer coverage area (Second zone). In such scenarios, the first BLE-UWB transceiver 106 may be configured to cover dynamically changing coverage area corresponding to each zone (i.e., first zone, second zone, third zone). In other words, dynamic ranging and localization is performed when the first BLE-UWB is working efficiently in each zone (i.e., first zone, second zone, third zone). In an embodiment of the present disclosure, radius of operation may be dynamically determined based on mode of operation of the first BLE-UWB transceiver 106. A person skilled in the art may understand that the mode

of operation relates to an operation being performed in the zones specified in the disclosure.
[0071] In an embodiment of the present disclosure, when the first BLE-UWB transceiver 106 may operate in the first zone, then the radius of operation/sensitivity for detecting the remote-control unit 104 may be defined in such a manner that it may detect the remote-control unit 104 in all directions. In one example, the radius of operation/sensitivity for detecting the remote control unit 104 in the first zone may be at least 6 meters in all directions. In another embodiment of the present disclosure, the radius of operation/sensitivity for detecting the remote-control unit 104 may vary in the first zone and may depends on the settings performed at the time of installation of First UWB transceiver or at the time of manufacturing of BLE-UWB transceiver/anchor node. In another embodiment of the present disclosure, when the first BLE-UWB transceiver 106 may operate in the second zone, then the radius of operation/sensitivity for detecting the remote-control unit 104 may be less than the radius range defined for detecting the remote-control unit 104 in the first zone. In another example, the radius of operation/sensitivity for detecting the remote control unit 104 in the first zone may be at least 3 meters in all directions. In another embodiment of the present disclosure, the radius of operation/sensitivity for detecting the remote-control unit 104 may vary in the second zone depending on the settings performed at time of installation. In yet another example, the radius of operation/sensitivity for detecting the remote control unit 104 in the third zone may be equal to and less than 1 meter in all directions. In another embodiment of the present disclosure, the radius of operation/sensitivity for detecting the remote-control unit 104 may vary in the third zone depending on the settings performed at time of installation.
[0072] In an embodiment of the present disclosure, the region of interest in which the presence and absence of authenticated remote-control unit 104 is checked and may be dynamically decided based on the radius of operation/sensitivity. Further, the

radius for each zone (i.e., first zone, second zone, third zone) is pre-computed based on dimension of the vehicle 102 and mounting location of the first BLE-UWB transceiver 106.
[0073] As illustrated in Figure 4, the flowchart 400 may include one or more steps to activate ranging (Passive entry) and localization (Passive start).
[0074] At step 402, the first BLE-UWB transceiver 106 is installed within the vehicle 102 at the position based on the at least one parameter. In an embodiment of the present disclosure, the at least one parameter comprises the dimension of the vehicle 102.
[0075] At step 404, the second BLE-UWB transceiver 108 is associated with the remote-control unit 104. The remote-control unit 104 may be present in close vicinity of a user. In an embodiment of the present disclosure, the remote-control unit 104 may be selected from at least one of the key fob, the smart phone, the communication device, the tablet, the smart watch, or any other object capable of transmitting radio signals over BLE and ultra-wideband.
[0076] At step 406, the controller 114 may detect the user carrying the remote-control unit 104 entering a BLE (Bluetooth Low Energy)-UWB zone defined by the first BLE-UWB transceiver 106. A person skilled in the art may understand that BLE is a form of wireless communication designed especially for short-range communication. In an exemplary embodiment, the user may be any person or individual carrying the remote-control unit 104. In an embodiment of the present disclosure, the BLE-UWB zone may be regarded as the first zone, the second zone, and the third zone of the vehicle 102, as shown in Figures 2a-2c.
[0077] At step 408, the controller 114 may check whether the remote-control unit 104, which is equipped with the second BLE-UWB transceiver 108, may be validated/authorized by the first BLE-UWB transceiver 106 mounted inside the vehicle 102, or not.

[0078] At step 410, when the remote-control unit 104 may not be authorized/validated by the first BLE-UWB transceiver 106, then the BLE-UWB zone and the remote-control unit 104 are either in inactive/off condition or is not authorized one. In such conditions, the controller 114 may keep the doors of the vehicle 102 in lock state. In other words, the controller 114 may not perform ranging (Passive entry). That is, the user may not be allowed to enter inside the vehicle 102.
[0079] At step 412, when the remote-control unit 104 may be authorized/validated by the first BLE-UWB transceiver 106, then the controller 114 may detect that the BLE-UWB zone and the remote-control unit 104 are active or in on condition.
[0080] At step 414, the controller 114 may validate authorization of the second BLE- UWB transceiver 108, equipped within the remote-control unit 104, with respect to the first BLE-UWB transceiver 106 and the vehicle 102. Particularly, the remote-control unit 104 is authorized by the first BLE-UWB transceiver 106 at least one zone (i.e., first zone). Further, the controller 114 may detect the remote-control unit 104 entering the at least one zone (i.e., second zone) specified by the first BLE-UWB transceiver 106. Upon such detection, the controller 114 may perform at least one vehicular action (i.e., Passive entry). That is, the controller 114 may unlock at least one door of the vehicle 102 and the user may be allowed to enter inside the vehicle 102. To detect the remote control unit 104 within the at least one zone (i.e., second zone), the controller 114 transmit the request pulse 112 from the first BLE-UWB transceiver 106 to the second BLE-UWB transceiver 108. Furthermore, the controller 114 may receive the reply pulse 110 from the second BLE-UWB transceiver 108 in response to the request pulse 112.
[0081] At step 416, the controller 114 may perform the at least one vehicular action (i.e., Passive start) dynamically, via the first BLE-UWB transceiver 106 based on presence of the second BLE-UWB transceiver 108 in the at least one zone (i.e., third zone)

and the validated authorization. In other words, the controller 114 may detect the presence of the user carrying the remote-control unit 104 inside the vehicle 102.
[0082] Upon detection of the remote-control unit 104 in the at least one zone (i.e., third zone), the controller 114 may perform localization (Passive start). In other words, the controller 114 may crank the vehicle’s 102 engine. To crank the vehicle’s engine, the controller 114 may also check whether a valid user has entered inside the vehicle 102 or not. As part of the localization (Passive start) process, the controller 114 may perform additional verification steps to ensure that the valid user is present inside the vehicle 102. One of these verification steps may involve checking the connectivity with the second BLE-UWB transceiver 108 installed within the remote-control unit 104.
[0083] Further, the second BLE-UWB transceiver 108 may communicate with the first BLE-UWB transceiver 106 within the at least one zone (i.e., third zone) of the vehicle 102. This communication establishes a secure and continuous link between the remote-control unit 104 and the vehicle's controller 114. The continuous connectivity check may ensure that the remote-control unit 104 and the valid user remain within the vehicle 102 during the localization (Passive start) process.
[0084] Specifically, the controller 114 may monitor signals received from the second BLE -UWB transceiver 108 and verifies that the connection is stable and uninterrupted. If the connection is lost or if the signals indicate that the remote-control unit 104 and the user have moved out of range of the third zone, the localization (Passive start) process may be interrupted, and the engine crank may be prevented. This feature acts as an additional security measure to prevent unauthorized access to the vehicle 102. This helps prevent unauthorized start attempts from a remote location and enhances the overall security of the vehicle's access system.

[0085] As described in step 416, the at least one vehicular action may include the vehicular dynamic ranging action and the vehicular dynamic localization action. The vehicular dynamic ranging action is to provide the passive entry for locking/unlocking of the at least one door of the vehicle, and the vehicular dynamic localization action is to provide the passive start for cranking of the vehicle 102. In order to detect the presence of the second BLE-UWB transceiver in the at least one zone of the first BLE-UWB transceiver, the controller 114 may determine the distance 122 between the first BLE-UWB transceiver 106 and the second BLE-UWB transceiver 108 based on the request pulse 110 sent by the first BLE-UWB transceiver and the corresponding reply pulse received from the second BLE-UWB transceiver 108. Furthermore, the controller 114 may detect the second BLE-UWB transceiver 108 within the at least one zone of the first BLE-UWB transceiver 106 once the determined distance falls within the range. In an embodiment of the present disclosure, the at least one zone (i.e., first zone, second zone, third zone) is dependent on the range. By way of example, the distance between first zone and second zone may be at least 3 meters. It is to be appreciated that the distance between the first zone and second zone shall not be construed as limiting in any sense but the distance selection between first zone and second zone is performed in such a manner that the locking and unlocking of the door of the vehicle may be judged correctly.
[0086] The order in which the flow chart 400 is described is not intended to be construed as a limitation, and any number of the described flow steps may be combined in any order to implement the method/process. Additionally, individual steps may be deleted from the method/process without departing from the spirit and scope of the subject matter described.
[0087] Accordingly, the present disclosure provides below mentioned advantages:
1) The system 100 of the present disclosure provides a single BLE-UWB anchor (i.e., first BLE-UWB transceiver 106) that covers different coverage area for

Localization (Passive start) and ranging (passive entry), and in turn, handling both actions i.e., passive start and passive entry by dynamically changing the radius of coverage area. For instance, BLE based UWB uses very large channel bandwidth of 500 MHz with short pulses of about 2 ns each. This helps in achieving accuracy precision in the range of centimetres. The BLE-UWB positioning process happens in an instant, so the movement of the remote-control unit can be tracked very accurately in real time.
2) The system 100 of the present disclosure provides a cost effective solution as all the use cases for localization and ranging perceived using multiple anchors is performed by using the single anchor.
3) Furthermore, the single BLE-UWB anchor solution gives similar accuracy in centimetres along with security and requires very less space as compared to the multiple anchor architecture.
4) The system 100 of the present disclosure provides a non-obvious approach of Utilizing a single BLE-UWB anchor mounted inside the vehicle that covers the different coverage area for Localization (Passive start) and ranging (passive entry) to carry out both aspects of dynamic ranging and localisation by using innovative mechanism of dynamically deciding radius of operation/sensitivity based on mode of operation.
5) The dynamically decided radius defines the region of interest in which the presence and absence of authenticated digital key is checked.
6) The switching between dynamic radius of localization is carried out based on mode of operation as determined by vehicle access ECU which could be either dynamic ranging or localisation.
[0088] A description of an embodiment with several components in communication with each other does not imply that all such components are required. On the contrary, a variety of optional components are described to illustrate the wide variety of possible embodiments of the disclosure. Further, there are other components also present in the

power supply system however, these are not presented in the description to focus on the main features of the invention.
[0089] Finally, the language used in the specification has been principally selected for readability and instructional purposes, and it may not have been selected to delineate or circumscribe the inventive subject matter. It is therefore intended that the scope of the disclosure be limited not by this detailed description, but rather by any claims that issue on an application based here on. Accordingly, the embodiments of the present disclosure are intended to be illustrative, but not limiting, of the scope of the disclosure, which is set forth in the following claims.
[0090] While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope and spirit being indicated by the following claims.

Reference Numerals:
Reference Numeral Description
100 A passive entry passive start (PEPS) vehicle security system, hereafter the system
102 Vehicle
104 Remote-control unit
106 First BLE-UWB transceiver
108 Second BLE-UWB transceiver
110 Reply pulse
112 Request pulse
114 Controller
116 Processor
118 Door lock
120 Start/Stop button
122 Distance
200a A top view of the vehicle equipped with the system 100 of Figure 1
200b A side view of the vehicle equipped with the system 100 of Figure 1
200c A front view of the vehicle equipped with the system 100 of Figure 1
202 First circle, potential range
204 Second circle
206 Third circle
208 Distance
300, 400 Method

302-310, 402-416 Method steps

We Claim:
1. An ultra wide band (UWB) based vehicle access system, comprising:
a first Bluetooth low energy (BLE)-ultra-wide band (UWB) transceiver installed within a vehicle at a position based on at least one parameter;
a second Bluetooth low energy (BLE)-ultra-wide band (UWB) transceiver associated with a remote-control unit, wherein the remote-control unit is present in close vicinity of a user; and
a controller operatively coupled to the first BLE-UWB transceiver, and is configured to:
validate authorization of the second BLE-UWB transceiver with respect to the first BLE-UWB transceiver and the vehicle; and
perform at least one vehicular action dynamically, via the first BLE-UWB transceiver based on presence of the second BLE-UWB transceiver in at least one zone and the validated authorization.
2. The system as claimed in claim 1, wherein to validate the authorization of the second
BLE-UWB transceiver, the controller is configured to:
transmit a request pulse from the first BLE-UWB transceiver to the second BLE-UWB transceiver, wherein the first BLE-UWB transceiver configured to:
receive a reply pulse from the second BLE-UWB transceiver in response to the request pulse.
3. The system as claimed in claim 1, wherein the at least one parameter comprises a dimension of the vehicle.
4. The system as claimed in claim 2, wherein to detect the presence of the second BLE-UWB transceiver in the at least one zone of the first BLE-UWB transceiver, the controller is configured to:
determine a distance between the first BLE-UWB transceiver and the second BLE-UWB transceiver based on a request pulse sent by the first BLE-UWB

transceiver and a corresponding reply pulse received from the second BLE-UWB transceiver; and
detect the second BLE-UWB transceiver within the at least one zone of the first BLE-UWB transceiver once the determined distance falls within a range.
5. The system as claimed in claim 4, wherein the at least one zone corresponds to a first zone, a second zone, and a third zone, wherein the first zone relates to a first outer coverage area of the vehicle, the second zone relates to a second outer coverage area of the vehicle, and the third zone relates to an inner coverage area of the vehicle.
6. The system as claimed in claim 5, wherein a distance between first zone and second zone is at least 3 meters.
7. The system as claimed in claim 1, wherein the remote-control unit is selected from at least one of: a key fob, a smart phone, a communication device, a tablet, a smart watch, or any other object capable of transmitting radio signals over BLE and ultra-wideband.
8. The system as claimed in claim 1, wherein the at least one vehicular action comprises: a vehicular dynamic ranging action and a vehicular dynamic localization action, wherein the vehicular dynamic ranging action is to provide a passive entry for locking/unlocking of at least one door of the vehicle, and the vehicular dynamic localization action is to provide a passive start for cranking of the vehicle.
9. A method for accessing a vehicle, the method comprising:
installing a first Bluetooth low energy (BLE)-ultra-wide band (UWB) transceiver within the vehicle at a position based on at least one parameter;
associating a second Bluetooth low energy (BLE)-ultra-wide band (UWB) transceiver with a remote-control unit, wherein the remote-control unit is present in close vicinity of a user;
validating authorization of the second BLE-UWB transceiver with respect to the first BLE-UWB transceiver and the vehicle; and

performing at least one vehicular action dynamically, via the first BLE-UWB transceiver based on presence of the second BLE-UWB transceiver in at least one zone and the validated authorization.
10. The method as claimed in claim 9, further comprising:
transmitting a request pulse from the first BLE-UWB transceiver to the second BLE-UWB transceiver; and
receiving a reply pulse from the second BLE-UWB transceiver in response to the request pulse by the first BLE-UWB transceiver.
11. The method as claimed in claim 9, wherein the at least one parameter comprises a dimension of the vehicle.
12. The method as claimed in claim 9, wherein detecting the presence of the second BLE-UWB transceiver in the at least one zone of the first BLE-UWB transceiver, further comprising:
determining a distance between the first BLE-UWB transceiver and the second BLE-UWB transceiver based on a request pulse sent by the first BLE-UWB transceiver and a corresponding reply pulse received from the second BLE-UWB transceiver; and
detecting the second BLE-UWB transceiver within the at least one zone of the first BLE-UWB transceiver once the determined distance falls within a range.
13. The method as claimed in claim 12, wherein the at least one zone corresponds to a first
zone, a second zone, and a third zone, wherein the first zone relates to a first outer
coverage area of the vehicle, the second zone relates to a second outer coverage area of
the vehicle, and the third zone relates to an inner coverage area of the vehicle.
14. The method as claimed in claim 13, wherein a distance between the first zone and the
second zone is at least 3 meters.

15. The method as claimed in claim 9, wherein the remote-control unit is selected from at
least one of: a key fob, a smart phone, a communication device, a tablet, a smart watch,
or any other object capable of transmitting radio signals over BLE and ultra-wideband.
16. The method as claimed in claim 9, wherein the at least one vehicular action comprises:
a vehicular dynamic ranging action and a vehicular dynamic localization action, wherein
the vehicular dynamic ranging action is to provide a passive entry for locking/unlocking
of at least one door of the vehicle, and the vehicular dynamic localization action is to
provide a passive start for cranking of the vehicle.