FORM 2
THE PATENT ACT 1970
(39 of 1970)
&
THE PATENT RULES, 2003
COMPLETE SPECIFICATION
(See section 10 and rule 13)
TITLE: “VEHICLE ACCESS CONTROL SYSTEM AND 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, Pune, Maharashtra 410501, India.
Nationality: Indian
The following specification particularly describes the invention and the manner in which it is to be performed

TECHNICAL FIELD:
[0001] The present disclosure relates to the field of access control for automobiles. Particularly, the present disclosure relates to estimating position of a mobile unit using Ultra-Wide Band (UWB) sensors for providing access controls in automobiles.
BACKGROUND:
[0002] Vehicle keyless access systems allow a driver to open and close a vehicle door without the need for unlocking the door using physical insertion of a key into a key lock of the vehicle. Conventional vehicle keyless access systems use wireless means for authentication, which includes, but not restricted to using Low Frequency-Radio Frequency (LF-RF), Bluetooth low energy (BLE) based communication using BLE communication based key fobs. BLE based communication alternatively consists of a smart tag or a mobile device as an another means of authentication.
[0003] Ultra-Wide Band (UWB) communications have gained popularity in recent years for being able to provide distance measurements and localization with high accuracy, which can enhance the capabilities of devices. Various position estimation techniques have been developed between a vehicle and vehicle peripheral devices, such as, the position of a smart tag can be estimated to be used for unlocking a vehicle.
[0004] UWB is a technology that is used for calculating the distance between objects by multiplying a signal arrival time between communication objects by a speed of light using a ToF (Time of Flight) technology. In an existing system, seven UWB modules are mounted in a vehicle for location positioning of digital keys, in which, four UWB modules are positioned/mounted outdoors (bumpers) and three UWB modules are positioned/mounted in an indoor (roof). In few other existing systems, a processor extracts a combination of four UWB anchors mounted on a vehicle for each operation scenario and controls a ranging operation to be performed according to priority. Another existing system makes use of three internal UWB anchors for carrying out localisation using trilateration method.

[0005] However, the utilization of UWB modules and anchors is expensive and it would be advantageous to reduce the number of UWB anchors used for localization and ranging based on the dimensions/size (larger/smaller) of the vehicle.
[0006] The information disclosed in this background of the disclosure section is only for enhancement of understanding of the general background of the invention and should not be taken as an acknowledgement or any form of suggestion that this information forms the prior art already known to a person skilled in the art.
[0007] The present disclosure is directed to overcome one or more limitations stated above or any other limitations associated with the known arts.
SUMMARY:
[0008] One or more shortcomings of the existing system may be overcome, and additional advantages may be provided through the present disclosure. Additional features and advantages may be 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.
[0009] In a non-limiting embodiment of the present disclosure, a vehicle access control system and method are disclosed.
[0010] The system comprises of: a first anchor, a second anchor, a tag, and a controller. The controller is configured to operate the first and the second anchors to receive a first and a second signal respectively from the tag, determine a first distance between the first anchor and the tag using the first signal, determine a second distance between the second anchor and the tag using the second signal, obtain a third distance between the first anchor and the second anchor from a memory associated with the controller, determine, a position of the tag, based on the first distance, the second distance and the third distance, with respect to the first and the second anchor and perform, at least one action related to access to a vehicle based on the position of the tag.

[0011] The method comprises, operating by a controller, a first anchor to receive a first signal from a tag and a second anchor to receive a second signal from the tag. The method comprises of determining by the controller, a first distance between the first anchor and the tag using the first signal and determining a second distance between the second anchor and the tag using the second signal. The method comprises of obtaining by the controller, a third distance between the first anchor and the second anchor from a memory associated with the controller. The method comprises of determining by the controller, a position of the tag based on the first distance, the second distance and the third distance with respect to the first and the second anchor and performing at least one action related to access to a vehicle based on the position of the tag.
[0012] 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.
BRIEF DESCRIPTION OF THE DRAWINGS
[0013] In the drawings, like reference characters generally refer to the same parts throughout the different views. Also, the drawings are not necessarily to scale, emphasis instead generally being placed upon illustrating the principles of the invention.
[0014] Fig. 1 illustrates a vehicle access control system in accordance with an embodiment.
[0015] Fig. 2a shows a block diagram illustrating a first exemplary embodiment, in accordance with some embodiments of the present disclosure.
[0016] Fig. 2b shows a block diagram illustrating a second exemplary embodiment, in accordance with some embodiments of the present disclosure.

[0017] Fig. 2c shows a block diagram illustrating a third exemplary embodiment, in accordance with some embodiments of the present disclosure.
[0018] Fig. 3 is a method flow for providing access control to a vehicle, in accordance with an embodiment.
[0019] It should be appreciated by those skilled in the art that any block diagrams herein represent conceptual views of illustrative systems embodying the principles of the present subject matter. Similarly, it will be appreciated that any flow charts, flow diagrams, state transition diagrams, pseudo code, and the like represent various processes which may be substantially represented in computer readable medium and executed by a computer or processor, whether or not such computer or processor is explicitly shown.
DETAILED DESCRIPTION
[0020] In the present document, the word "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.
[0021] While the disclosure is susceptible to various modifications and alternative forms, specific embodiment thereof has been shown by way of example in the drawings and will be described in detail below. It should be understood, however that it is not intended to limit the disclosure to the particular forms disclosed, but on the contrary, the disclosure is to cover all modifications, equivalents, and alternative falling within the spirit and the scope of the disclosure.
[0022] The terms “comprises”, “comprising”, or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a setup, device or method that comprises a list of components or steps does not include only those components or steps but may include other components or steps not expressly listed or inherent to such setup or device or method. In other words, one or more elements in a device or system or apparatus proceeded by “comprises… a” does not, without

more constraints, preclude the existence of other elements or additional elements in the device or system or apparatus.
[0023] The terms "an embodiment", "embodiment", "embodiments", "the embodiment", "the embodiments", "one or more embodiments", "some embodiments", and "one embodiment" mean "one or more (but not all) embodiments of the invention(s)" unless expressly specified otherwise.
[0024] The terms "including", "comprising", “having” and variations thereof mean "including but not limited to", unless expressly specified otherwise.
[0025] As used herein, the terms “communication”, “communicate”, “send” may refer to the reception, receipt, transmission, transfer, provision, and/or the like of information (e.g., data, signals, instructions, commands, and/or the like). For one unit (e.g., a device, a system, a component of a device or system, combinations thereof, and/or the like) to be in communication with another unit means that the one unit is able to directly or indirectly receive information from and/or transmit information to the other unit. It will be appreciated that numerous other arrangements are possible.
[0026] As used herein, the term "controller" may refer to any suitable data computation device or devices. The processor may be, but is not limited to, a microprocessor or microcontroller (such as, but is not limited to, Intel 8051, Intel 8031, Intel 8096).
[0027] It will be apparent that systems and/or methods described herein, can be implemented in different forms of hardware, software, or a combination of hardware and software. The actual specialized control hardware or software code used to implement these systems and/or methods is not limiting of the implementations. Thus, the operation and behavior of the systems and/or methods are described herein without reference to specific software code, it being understood that software and hardware can be designed to implement the systems and/or methods based on the description herein.

[0028] Fig. 1 illustrates a vehicle access control system 100 that includes a tag 101, a first anchor 106, a second anchor 107, a controller 105 and a memory 102.
[0029] The tag 101 may be a mobile unit and comprises a transceiver. The tag 101 may be one of, but is not limited to, a mobile phone, a Personal Digital Assistant (PDA), a tablet computer, a notebook, a laptop computer, a hand-held specialized reader, a wearable device, an electronic smart card or key fob. In one embodiment, a User Equipment (UE), which acts functionally similar to the tag 101 may be used for initiating one or more functionalities associated with the tag 101. The UE may comprise an integrated software application/hardware which supports UWB techniques or other ranging techniques, for enabling real time interactions with the vehicle. The software application may be used as an alternative method to perform operations associated with the tag 101. Alternatively, the software application may be used for accessing any other features not mentioned herein explicitly.
[0030] In an embodiment, the first anchor 106 and the second anchor 107 may comprise a receiver. In another embodiment, the first anchor 106 and the second anchor 107 may comprise a transceiver.
[0031] In an embodiment, the first anchor 106 and the second anchor 107 are configurable inside the vehicle. In an embodiment, both the anchors 106 and 107 may be placed along a central longitudinal axis of the vehicle. The first anchor 106 may be closer to the bonnet of the vehicle and the second anchor 107 may be closer to the trunk of the vehicle.
[0032] In an embodiment, the tag 101 may be an Ultra-Wide Band (UWB) tag and the first anchor 106 and the second anchor 107 may be UWB anchors, which may operate in the UWB frequency range.
[0033] The tag 101, communicates with each of the anchors 106 and 107 over a communication network 104. The communication network 104 may be, but is not limited to, Radio Frequency

[0034] In an embodiment, the controller 105 is configured to operate the first anchor 106 to receive a first signal from the tag 101 and to operate the second anchor 107 to receive a second signal from the tag 101. In an embodiment, to reduce power consumption and to reduce complexity, one of the two anchors may be activated at a time i.e., they are selectively operated to receive a signal from the tag 101.
[0035] In examples illustrated in figures 2a, 2b and 2c, ‘a’ depicts distance between the tag 101 and the first anchor 106, ‘b’ depicts distance between the first anchor 106 and the second anchor 107, ‘c’ depicts distance between the tag 101 and the second anchor 107, ‘d’ depicts the distance between the central longitudinal axis of the vehicle and the tag 101, ‘w’ depicts the width of the vehicle, ‘l’ depicts length of trunk, ’ £.f depicts tag 101 to first anchor 106 angle threshold.
[0036] The controller 105 is configured to determine a first distance (for example, but is not limited to, distance ‘a’ depicted in Fig. 2a-c) between the first anchor 106 and the tag 101 using the first signal and to determine a second distance (for example, but is not limited to, distance ‘c’ depicted in Fig. 2a-c) between the second anchor 107 and the tag 101 using the second signal. The controller 105 is configured to obtain a third distance (for example, but is not limited to, distance ‘b’ depicted in Fig. 2a-c) between the first anchor 106 and the second anchor 107 from the memory 102 associated with the controller 105.
[0037] The controller 105 is configured to determine a position of the tag 101, based on the first distance, the second distance and the third distance, with respect to the first anchor 106 and the second anchor 107.
[0038] The controller 105 is configured to perform, at least one action related to access to the vehicle based on the position of the tag 101.
[0039] The controller 105 is configured to determine the position of the tag 101 based on a first angle (for example, but is not limited to, angle C depicted in Fig. 2a-c) and a second angle (for example, but is not limited to, angle A depicted in Fig. 2a-c). The first angle is an angle between a first edge (for example, but is not limited to, ~BC depicted in Fig. 2a-c) connecting the first anchor

106 and the tag 101 and a third edge (for example, but is not limited to, �̅̅̅�̅ depicted in Fig. 2a-c) connecting the first anchor 106 and the second anchor 107. The first edge has a length of the first distance and the third edge has a length of the third distance. The second angle is an angle between the third edge and a second edge (for example, but is not limited to, �̅̅̅�̅ depicted in Fig. 2a-c) connecting the second anchor 107 and the tag 101. The second edge has a length of the second distance. The first and the second angles are determined using cosine rule (see figure below).

[0040] The controller 105 is configured to determine if the tag 101 is inside or outside the vehicle based on a distance (for example, but is not limited to, distance ‘d’ depicted in Fig. 2a) between the central longitudinal axis of the vehicle and the tag 101. The distance ‘d’ may be calculated using Heron’s formula, i.e.: to find height of triangle when all three sides of a triangle are known.
Semi perimeter (S): S = a+2b+c
Area of Triangle (X): X = √(S∗ (S - a) ∗ (S-b) ∗ (S-c))
Height of Triangle (H): H = 2bX
[0041] Therefore, the calculated height H of the triangle is the distance ‘d’, i.e., distance of the tag 101 from the central longitudinal axis of the vehicle.
[0042] In an embodiment, the tag 101 may operate in, but is not limited to, one of three conditions i.e., when the tag 101 is outside the vehicle and near the door of the vehicle or when the tag 101 is outside the vehicle and near the bonnet of the vehicle or when the tag 101 is inside the trunk of the vehicle.

[0043] The tag 101 may be placed at point ‘B’ in the embodiments of figures 2a-2c in an example illustration. The first anchor 106 and the second anchor 107 may be placed at points A and C respectively in figures 2a-2c. The controller 105 is configured to obtain a fourth distance (for example, but is not limited to, distance ‘w’ depicted in Fig. 2a-c), i.e., width of the vehicle, from the memory 102 associated with the controller 105. The controller 105 is configured to obtain a fifth distance (for example, but is not limited to, distance ‘l’ depicted in Fig. 2c), i.e., length of the vehicle’s trunk, from the memory 102 associated with the controller 105. The controller 105 is configured to obtain a third angle (for example, but is not limited to, ����� Y depicted in Fig. 2c), i.e., length of the vehicle’s trunk, from the memory 102 associated with the controller 105.
[0044] In an embodiment, Fig. 2a shows a block diagram illustrating a first exemplary embodiment, in accordance with some embodiments of the present disclosure. Fig. 2a illustrates an environment 200a where the tag 101 is placed outside a vehicle near its door and communicating with the first anchor 106 and the second anchor 107.
[0045] In an embodiment, if both the first angle (depicted in Fig. 2a as ����� �) and the second angle (depicted in Fig. 2a as ����� �) are acute (i.e., lesser than 900) and if the distance of the tag 101 from the central longitudinal axis of the vehicle (depicted in Fig. 2a as distance ‘d’) is greater than half the fourth distance (i.e., width of the vehicle, depicted in Fig. 2a as distance ‘w’): then the tag 101 is located outside the vehicle, else the tag 101 is located inside the vehicle. Therefore, if the distance between the central longitudinal axis of the vehicle and the tag 101 ‘d’ is greater than half the width ‘w’ of the vehicle, then the controller 105 estimates that the tag 101 is located outside the vehicle and the vehicle will not be cranked.
[0046] In another embodiment, if the distance between the central longitudinal axis of the vehicle and the tag 101 ‘d’ is less than half the width ‘w’ of the vehicle, then the controller 105 estimates that the tag 101 is located inside the vehicle and the vehicle will be cranked.
[0047] In an embodiment, Fig. 2b shows a block diagram illustrating a second exemplary embodiment, in accordance with some embodiments of the present disclosure. Fig. 2b illustrates

an environment 200b where the tag 101 is placed outside a vehicle, near its bonnet and communicating with the first anchor 106 and the second anchor 107.
[0048] In an embodiment, if the tag 101 creates an obtuse angle with the first anchor 106, then the tag 101 would be considered, by the controller 105, to be outside the vehicle i.e. if ����� �, as depicted in Fig. 2b, is greater than 90 degrees, then the tag 101 would be considered, by the controller 105, to be outside the vehicle and will not be cranked.
[0049] In an embodiment, Fig. 2c shows a block diagram illustrating a third exemplary embodiment, in accordance with some embodiments of the present disclosure. Fig. 2c illustrates an environment 200c where the tag 101 is placed inside the trunk of a vehicle and communicating with the first anchor 106 and the second anchor 107.
[0050] In an embodiment, if the tag 101 creates an obtuse angle with the second anchor 107 i.e.,
if ����� �, as depicted is Fig. 2c, is greater than 90 degrees, then the controller 105 checks for the
following conditions:
Condition 1: Angle between the tag 101 and the first anchor 106 (depicted by, but is not limited
to, ����� � in Fig. 2c) is lesser than Tag-to-First-Anchor Angle Threshold (depicted by, but is not
limited to, ����� � in Fig. 2c).
Condition 2: Distance between the tag 101 and the second anchor 107 (depicted by, but is not
limited to, ‘c’ in Fig. 2c) is lesser than the fifth distance (depicted by, but is not limited to, ‘l’ in
Fig. 2c).
Condition 3: Distance between the tag 101 and the first anchor 106 (depicted by, but is not limited
to, ‘a’ in Fig. 2c) is lesser than (the third distance (depicted by, but is not limited to, ‘b’ in Fig. 2c)
+ the fifth distance (depicted by, but is not limited to, ‘l’ in Fig. 2c)).
[0051] In an embodiment, if the angle between the tag 101 and the first anchor 106 (depicted by, but is not limited to, ����� � in Fig. 2c) is greater than the threshold angle (depicted by, but is not limited to, ����� � in Fig. 2c), then the tag 101 is considered to be outside the vehicle.

[0052] In an embodiment, if the angle between the tag 101 and the first anchor 106 (depicted by, but is not limited to, ����� � in Fig. 2c) is lesser than the threshold angle (depicted by, but is not limited to, ����� � in Fig. 2c) on both sides of the vehicle, then the tag 101 is considered to be inside the vehicle.
[0053] In an embodiment, if the distance between the first anchor 106 and the tag 101 (depicted by, but is not limited to, ‘c’ in Fig. 2c) is lesser than the fifth distance i.e., the length of the trunk (depicted by, but is not limited to, ‘l’ in Fig. 2c), then the tag 101 is considered to be inside the vehicle. In another embodiment, if the area around the second anchor 107 is considered as a semi¬circle (with radius being the fifth distance, i.e., depicted by, but is not limited to, ‘l’ in Fig. 2c), and if the tag 101 is located inside this area of interest, then the tag 101 is considered to be inside the vehicle.
[0054] In another embodiment, if the tag 101 is determined to be outside the above-mentioned area of interest, but satisfies Condition 1 as described, then the tag 101 is considered to be inside the vehicle.
[0055] In an embodiment, the tag 101 may be considered to be inside the trunk of vehicle, if both the Condition 1 and either one of Condition 2 or Condition 3 are satisfied, i.e. in an embodiment, the tag 101 may be considered to be inside the trunk of vehicle, if Condition 1 and Condition 2 are satisfied or in another embodiment, the tag 101 may be considered to be inside the trunk of vehicle, if Condition 1 and Condition 3 are satisfied.
[0056] If the tag 101 is found to be inside the trunk of the vehicle a user of the vehicle may be appropriately notified.
[0057] Considering all the use cases, the activation area of the vehicle may be confined to an area created by the first anchor 106 and the second anchor 107 and the tag 101. The area may include the trunk, as defined, but not limited to, in Fig. 2a-c. If the tag 101 is found to be inside the activation area, the vehicle may be cranked.

[0058] The controller 105 is configured to perform at least one action related to vehicle access based on the position of the tag 101 by: locking the vehicle, when the tag 101 is determined to be outside a first access zone of the vehicle (defined by a radius of, for example, but is not limited to, 4.5m from the vehicle). The controller 105 is configured to unlock the vehicle, if the tag 101 is determined to be inside a second access zone of the vehicle (defined by a radius of, for example, but is not limited to, 1.5m from the vehicle). The controller 105 is configured to crank the vehicle if the tag 101 is found to be inside the vehicle.
[0059] Therefore, considering the aforementioned factors, the system and method of present disclosure improves the efficiency of detection of the tag 101 by using only two anchors. Further, the system and method of present disclosure accurately estimates position of the mobile unit and eliminates blind spots inside the vehicle. And provides more accurate detection of the mobile tag inside or outside vehicle for passive start of the vehicle. Further, the system acts as an improved solution in the aspects of ranging and localization for vehicles with a larger wheelbase.
[0060] In one embodiment, a User Equipment (UE), which acts functionally similar to a tag 101 may be used for initiating the one or more functionalities of the tag 101. The UE may include, but not limited to, a mobile phone, a smart phone, a personal digital assistant (PDA), a laptop computer, a desktop computer, a thin-client device, a tablet PC, and the like. The UE may comprise an integrated software application/hardware which supports UWB based techniques for enabling real time interactions with the vehicle. The software application may be used as an alternative method to perform operations associated with the tag 101. Alternatively, the software application may be used for accessing any other features not mentioned herein explicitly.
[0061] Fig. 3 is a method flow 300 for providing access control to a vehicle, in accordance with an embodiment.
[0062] At step 301, the method 300 comprises of, operating, by a controller 105, a first anchor 106 to receive a first signal from a tag 101.

[0063] At step 302, the method 300 comprises of, operating, by the controller 105, a second anchor 107 to receive a second signal from the tag 101.
[0064] At step 303, the method 300 comprises of, determining, by the controller 105, a first distance (for example, but is not limited to, distance ‘a’ depicted in Fig. 2a-c) between the first anchor 106 and the tag 101 using the first signal, and determining a second distance (for example, but is not limited to, distance ‘c’ depicted in Fig. 2a-c) between the second anchor 107 and the tag 101 using the second signal.
[0065] At step 304, the method 300 comprises of, obtaining, by the controller 105, a third distance (for example, but is not limited to, distance ‘b’ depicted in Fig. 2a-c) between the first anchor 106 and the second anchor 107 from a memory 102 associated with the controller 105.
[0066] At step 305, the method 300 comprises of, determining, by the controller 105, a position of the tag 101 based on the first distance, the second distance and the third distance with respect to the first 106 and the second anchor 107. Determining the position of the tag 101 by the controller 105 comprises of determining a first angle (for example, but is not limited to, ����� � depicted in Fig. 2a-c) and a second angle (for example, but is not limited to, ����� � depicted in Fig. 2a-c).
̅̅̅̅ The first angle is an angle between a first edge (for example, but is not limited to, �� depicted in
Fig. 2a-c) connecting the first anchor 106 and the tag 101 and a third edge (for example, but is not
̅̅̅̅ limited to, �� depicted in Fig. 2a-c) connecting the first anchor 106 and the second anchor 107.
The first edge has a length of the first distance and the third edge has a length of the third distance.
The second angle is an angle between the third edge and a second edge (for example, but is not
̅̅̅̅ limited to, �� depicted in Fig. 2a-c) connecting the second anchor 107 and the tag 101. The second
edge has a length of the second distance. The first and the second angles are determined using
cosine rule (see figure below).


[0067] At step 306, the method 300 comprises of, performing, by the controller 105, at least one action related to access to a vehicle based on the position of the tag 101.
[0068] In an embodiment, the method 300 comprises of, determining by the controller 105 if the tag 101 is inside or outside the vehicle based on a distance (for example, but is not limited to, distance ‘d’ depicted in Fig. 2a) between the central longitudinal axis of the vehicle and the tag 101. The distance ‘d’ may be calculated using Heron’s formula, i.e.: to find height of triangle when all three sides of a triangle are known.
Semi perimeter (S): S = a+2b+c
Area of Triangle (X): X = √(S∗ (S - a) ∗ (S-b) ∗ (S-c))
Height of Triangle (H): H = b
[0069] Therefore, the calculated height H of the triangle is the distance ‘d’, i.e., distance of the tag 101 from the central longitudinal axis of the vehicle.
[0070] In an embodiment, the method 300 comprises of operating the tag 101 in, but is not limited to, one of three conditions i.e. when the tag 101 is outside the vehicle and near the door of the vehicle or when the tag 101 is outside the vehicle and near the bonnet of the vehicle or when the tag 101 is inside the trunk of the vehicle.
[0071] The tag 101 may be placed at point ‘B’ in figures 2a-2c in an example illustration. The first anchor 106 and the second anchor 107 may be placed at points A and C respectively in figures 2a-

2c. The controller 105 is configured to obtain a fourth distance (for example, but is not limited to, distance ‘w’ depicted in Fig. 2a-c), i.e., width of the vehicle, from the memory 102 associated with the controller 105. The controller 105 is configured to obtain a fifth distance (for example, but is not limited to, distance ‘l’ depicted in Fig. 2c), i.e., length of the vehicle’s trunk, from the memory 102 associated with the controller 105. The controller 105 is configured to obtain a third angle (for example, but is not limited to, ����� Y depicted in Fig. 2c), i.e., length of the vehicle’s trunk, from the memory 102 associated with the controller 105.
[0072] In an embodiment, if both the first angle (depicted in Fig. 2a as ����� �) and the second angle (depicted in Fig. 2a as ����� �) are acute (i.e., lesser than 900) and if the distance of the tag 101 from the central longitudinal axis of the vehicle (depicted in Fig. 2a as distance ‘d’) is greater than half the fourth distance ( i.e., width of the vehicle, depicted in Fig. 2a as distance ‘w’): then the tag 101 is located outside the vehicle, else the tag 101 is located inside the vehicle.
[0073] Therefore, if the distance between the central longitudinal axis of the vehicle and the tag 101 ‘d’ is greater than half the width ‘w’ of the vehicle, then the controller 105 estimates that the tag 101 is located outside the vehicle and the vehicle will not be cranked.
[0074] In another embodiment, if the distance between the central longitudinal axis of the vehicle and the tag 101 ‘d’ is less than half the width ‘w’ of the vehicle, then the controller 105 estimates that the tag 101 is located inside the vehicle and the vehicle will be cranked.
[0075] In an embodiment, if the tag 101 creates an obtuse angle with the first anchor 106, then the tag 101 would be considered, by the controller 105, to be outside the vehicle i.e. if ����� �, as depicted in Fig. 2b, is greater than 90 degrees, then the tag 101 would be considered, by the controller 105, to be outside the vehicle and the and the vehicle will not be cranked.
[0076] In an embodiment, if the tag 101 creates an obtuse angle with the second anchor 107 i.e., if ����� �, as depicted is Fig. 2c, is greater than 90 degrees, then the controller 105 checks for the following conditions:

Condition 1: Angle between the tag 101 and the first anchor 106 (depicted by, but is not limited
to, ����� � in Fig. 2c) is lesser than Tag-to-First-Anchor Angle Threshold (depicted by, but is not
limited to, ����� � in Fig. 2c)
Condition 2: Distance between the tag 101 and the second anchor 107 (depicted by, but is not
limited to, ‘c’ in Fig. 2c) is lesser than the fifth distance (depicted by, but is not limited to, ‘l’ in
Fig. 2c).
Condition 3: Distance between the tag 101 and the first anchor 106 (depicted by, but is not limited
to, ‘a’ in Fig. 2c) is lesser than (the third distance (depicted by, but is not limited to, ‘b’ in Fig. 2c)
+ the fifth distance (depicted by, but is not limited to, ‘l’ in Fig. 2c)).
[0077] In an embodiment, if the angle between the tag 101 and the first anchor 106 (depicted by, but is not limited to, ����� � in Fig. 2c) is greater than the threshold angle (depicted by, but is not limited to, ����� � in Fig. 2c), then the tag 101 is considered to be outside the vehicle.
[0078] In an embodiment, if the angle between the tag 101 and the first anchor 106 (depicted by, but is not limited to, ����� � in Fig. 2c) is lesser than the threshold angle (depicted by, but is not limited to, ����� � in Fig. 2c) on both sides of the vehicle, then the tag 101 is considered to be inside the vehicle.
[0079] In an embodiment, if the distance between the first anchor 106 and the tag 101 (depicted by, but is not limited to, ‘c’ in Fig. 2c) is lesser than the fifth distance i.e., the length of the trunk (depicted by, but is not limited to, ‘l’ in Fig. 2c), then the tag 101 is considered to be inside the vehicle. In another embodiment, if the area around the second anchor 107 is considered as a semi¬circle (with radius being the fifth distance, i.e., depicted by, but is not limited to, ‘l’ in Fig. 2c), and if the tag 101 is located inside this area of interest, then the tag 101 is considered to be inside the vehicle.
[0080] In another embodiment, if the tag 101 is found outside the above-mentioned area of interest, but satisfies Condition 1 as described, then the tag 101 is considered to be inside the vehicle.

[0081] In an embodiment, the tag 101 may be considered to be inside the trunk of vehicle, if both the Condition 1 and either one of Condition 2 or Condition 3 are satisfied, i.e. in an embodiment, the tag 101 may be considered to be inside the trunk of vehicle, if Condition 1 and Condition 2 are satisfied or in another embodiment, the tag 101 may be considered to be inside the trunk of vehicle, if Condition 1 and Condition 3 are satisfied.
[0082] If the tag 101 is found to be inside the trunk of the vehicle a user of the vehicle may be appropriately notified.
[0083] Considering all the use cases, the activation area of the vehicle may be confined to a rectangle area plus the trunk, as defined, but not limited to, in Fig. 2a-c. If the tag 101 is found to be inside the activation area, the vehicle may be cranked.
[0084] In an embodiment, the method 300 comprises of performing, by the controller 105 at least one action related to vehicle access based on the position of the tag 101 by: locking the vehicle, when the tag 101 is determined to be outside a first access zone of the vehicle (defined by a radius of, for example, but is not limited to, 4.5m from the vehicle). The method 300 comprises of unlocking, by the controller 105, the vehicle if the tag 101 is determined to be inside a second access zone of the vehicle (defined by a radius of, for example, but is not limited to, 1.5m from the vehicle). The method 300 comprises of cranking the vehicle, by the controller 105, if the tag 101 is found to be inside the vehicle.
[0085] The rectangular nature of the activation area has the advantageous effect that it eliminates all possible blind spot areas for detection of the tag 101. Achieving both ranging and localization of a mobile tag with only two anchors is advantageous and new in the art, as existing systems require at least three anchors to achieve ranging and localization functions. The operation technique used to operate the anchors (i.e., operating the anchors selectively, i.e., activating only one anchor at a time) reduces power consumption and reduces complexity of operating. In another embodiment, the usage of UWB sensors enhances accuracy in measurements.

[0086] It should be appreciated that all combinations of the foregoing concepts and additional concepts discussed in greater detail below (provided such concepts are not mutually inconsistent) are contemplated as being part of the inventive subject matter disclosed herein. In particular, all combinations of claimed subject matter appearing at the end of this disclosure are contemplated as being part of the inventive subject matter disclosed herein.
[0087] These and other aspects of the invention will be apparent from and elucidated with reference to the embodiment(s) described hereinafter.
[0088] While several inventive embodiments have been described and illustrated herein, those of ordinary skill in the art will readily envision a variety of other means and/or structures for performing the function and/or obtaining the results and/or one or more of the advantages described herein, and each of such variations and/or modifications is deemed to be within the scope of the inventive embodiments described herein. More generally, those skilled in the art will readily appreciate that all parameters, dimensions, materials, and configurations described herein are meant to be exemplary and that the actual parameters, dimensions, materials, and/or configurations will depend upon the specific application or applications for which the inventive teachings is/are used. Those skilled in the art will recognize or be able to ascertain using no more than routine experimentation, many equivalents to the specific inventive embodiments described herein. It is, therefore, to be understood that the foregoing embodiments are presented by way of example only and that, within the scope of the appended claims and equivalents thereto, inventive embodiments may be practiced otherwise than as specifically described and claimed. Inventive embodiments of the present disclosure are directed to each individual feature, system, article, material, kit, and/or method described herein. In addition, any combination of two or more such features, systems, articles, materials, kits, and/or methods, if such features, systems, articles, materials, kits, and/or methods are not mutually inconsistent, is included within the inventive scope of the present disclosure.

WE CLAIM:
1. A vehicle access control system 100, comprising:
a first anchor 106 and a second anchor 107;
a tag 101; and
a controller 105, configured to:
operate the first anchor 106 to receive a first signal from the tag 101;
operate the second anchor 107 to receive a second signal from the tag 101;
determine a first distance between the first anchor 106 and the tag 101 using the first signal;
determine a second distance between the second anchor 107 and the tag 101 using the second signal;
obtain a third distance between the first anchor 106 and the second anchor from a memory 102 associated with the controller 105;
determine, a position of the tag 101, based on the first distance, the second distance and the third distance, with respect to the first 106 and the second anchor 107; and
perform, at least one action related to access to a vehicle based on the position of the tag 101.
2. The vehicle access control system 100 as claimed in claim 1, wherein each of the first 106 and the second anchor 107 is configurable inside the vehicle and is one of a transceiver or a receiver.
3. The vehicle access control system 100 as claimed in claim 1, wherein the tag 101 is a mobile unit comprising a transceiver, wherein the mobile unit is one of mobile phones, Personal Digital Assistant (PDA), tablet computer, netbook, laptop computer, hand-held specialized reader, wearable devices, electronic smart card or key fob.
4. The vehicle access control system 100 as claimed in claim 1, wherein the controller 105 is configured to determine the position of the tag 101 based on a first angle and a second angle,
wherein the first angle is an angle between first edge connecting the first anchor 106 and the tag 101 and a third edge connecting the first anchor 106 and the second anchor 107, wherein

the first edge has a length of the first distance and the third edge has a length of the third distance, and
the second angle is an angle between the third edge and a second edge connecting the second anchor 107 and the tag 101, wherein the second edge has a length of the second distance wherein the first and the second angles are determined using cosine rule.
5. The vehicle access control system 100 as claimed in claim 1, wherein the controller 105 is
configured to:
determine if the tag 101 is inside or outside the vehicle based on a distance between a central longitudinal axis of the vehicle and the tag 101.
6. The vehicle access control system 100 as claimed in claim 1, the controller 105 is
configured to perform at least one action related to vehicle access based on the position of the tag
101 by:
locking the vehicle, when the tag 101 is determined to be outside a first access zone of the vehicle;
unlocking the vehicle, if the tag 101 is determined to be inside a second access zone of the vehicle; and
cranking the vehicle, if the tag 101 is found to be inside the vehicle.
7. A method 300 for providing access control to a vehicle, comprising of:
operating, by a controller 105, a first anchor 106 to receive a first signal from a tag 101;
operating, by the controller 105, a second anchor 107 to receive a second signal from the tag 101;
determining, by the controller 105, a first distance between the first anchor 106 and the tag 101 using the first signal, and determining a second distance between the second anchor 107 and the tag 101 using the second signal;
obtaining, by the controller 105, a third distance between the first anchor 106 and the second anchor 107 from a memory 102 associated with the controller 105;
determining, by the controller 105, a position of the tag 101 based on the first distance, the second distance and the third distance with respect to the first 106 and the second anchor 107; and

performing, by the controller 105, at least one action related to access to a vehicle based on the position of the tag 101.
8. The method 300 as claimed in claim 7, wherein determining the position of the tag 101 by
the controller 105 comprises of determining a first angle and a second angle,
wherein the first angle is an angle between a first edge connecting the first anchor 106 and the tag 101 and a third edge connecting the first anchor 106 and the second anchor 107, wherein the first edge has a length of the first distance and the third edge has a length of the third distance, and
the second angle is an angle between the third edge and a second edge connecting the second anchor 107 and the tag 101, wherein the second edge has a length of the second distance wherein the first and the second angles are determined using cosine rule.
9. The method 300 as claimed in claim 7, comprises of:
determining, by the controller 105, if the tag 101 is inside or outside the vehicle based on a distance between a central longitudinal axis of the vehicle and the tag 101.
10. The method 300 as claimed in claim 7, wherein performing at least one action related to
vehicle access based on the position of the tag 101 comprises of:
locking the vehicle, by the controller 105, if the tag 101 is found to be outside a first access zone of the vehicle;
unlocking the vehicle, by the controller 105, if the tag 101 is found to be inside a second access zone of the vehicle; and
cranking the vehicle, by the controller 105, if the tag 101 is found to be inside the vehicle.