阅读说明：本技术 远程起动和停止发动机 (Remote starting and stopping of an engine ) 是由 罗伯·安东尼·理查森 西蒙·约翰·威廉·赫尔 克里斯托弗·哈里森 尼古拉斯·詹姆斯·布朗 于 2021-04-13 设计创作，主要内容包括：一种车辆装置具有控制器、设置在车辆的车厢内的第一钥匙读取器和设置在车辆外边的第二钥匙读取器,比如设置在辅助设备上。控制器配置成一旦接收到可信信号就驱动发动机控制单元。控制器配置成当车辆装置可在第一模式下操作时从第一钥匙读取器接收信号,并且控制器配置成当车辆装置可在第二模式下操作时从第二钥匙读取器接收信号。(A vehicle device has a controller, a first key reader disposed in a cabin of the vehicle, and a second key reader disposed outside the vehicle, such as on an accessory. The controller is configured to drive the engine control unit upon receipt of the trusted signal. The controller is configured to receive a signal from the first key reader when the vehicular apparatus is operable in the first mode, and the controller is configured to receive a signal from the second key reader when the vehicular apparatus is operable in the second mode.)

1. A vehicular apparatus, comprising:

a controller configured to drive an engine control unit of the vehicle to power the auxiliary device upon receiving the trusted signal;

a first key reader accessible within a compartment of the vehicular device and configured to obtain an authentication signal from a user key; and

a second key reader associated with the auxiliary device of the vehicular apparatus and configured to obtain an authentication signal from the user key;

wherein the controller is configured to receive the authentication signal and to authenticate the signal, and wherein the vehicular device is operable in a first mode in which the controller is configured to receive the authentication signal only from the first key reader, and the vehicular device is operable in a second mode in which the controller is configured to receive the authentication signal only from the second key reader.

2. The vehicle device of claim 1, wherein each of the first key reader and the second key reader is energizable to generate an electromagnetic field configured to energize a transponder of the user key.

3. The vehicle device of claim 1, wherein the controller is configured to energize the first key reader when the device is operable in the first mode, and the controller is configured to energize the second key reader when the vehicle device is operable in the second mode.

4. The vehicle arrangement of claim 1, wherein the first key reader is proximate a drive control of the vehicle and wherein the second key reader is remote from the drive control of the vehicle.

5. The vehicular apparatus according to claim 1, further comprising:

a first switch operable in a first configuration in which the first switch connects the controller to the first key reader, and operable in a second configuration in which the first switch connects the controller to the second key reader.

6. The vehicle arrangement of claim 5, wherein the first switch is configured to operate in the first configuration when the arrangement is operable in the first mode, and wherein the first switch is configured to operate in the second configuration when the arrangement is operable in the second mode.

7. The vehicular apparatus according to claim 6, further comprising:

a first driver configured to move the first switch between its first configuration and its second configuration, whereby the first driver is configured to cause the apparatus to operate in its first mode and its second mode.

8. The vehicle arrangement of claim 7, wherein the first driver is configured to transition the arrangement from its first mode to its second mode only when at least one prerequisite is met.

9. The vehicular apparatus according to claim 7, further comprising:

an interlock switch operably connected to the first driver, the interlock switch being movable between an off state and an on state, wherein the interlock switch is configured to connect the first driver to the first switch when in its off state and to isolate the first driver from the first switch when in its on state, and wherein the interlock switch is configured to transition from its on state to its off state only when the at least one prerequisite condition is met.

10. The vehicle apparatus according to claim 9, wherein the prerequisite is at least one of:

at least partially depressing a clutch pedal of the vehicle;

locking a compartment of the vehicle;

activating a hand brake of the vehicle;

releasing the throttle of the vehicle; and

at least partially depressing a brake pedal of the vehicle.

11. The vehicular apparatus according to claim 7, further comprising:

an ignition cylinder, wherein the first key reader is adjacent to the ignition cylinder;

wherein when the device is operating in the first mode thereof, the controller is configured to drive the engine control unit upon receipt of an authentic signal from the first key reader;

wherein the device is configured such that the controller is powered upon insertion of the user key into the ignition barrel and turning to a predetermined position, and wherein the controller is configured to energize the first key reader when the power is supplied to the controller;

wherein the first key reader is configured to generate an electromagnetic field when energized;

wherein the transponder of the user key is configured to transmit a signal to the first key reader when the user key is proximate to the electromagnetic field generated by the first key reader, and wherein the first key reader is configured to transmit the signal received from the user key to the controller;

wherein the controller is configured to validate the signal received from the user key and further configured to drive the engine control unit when the signal is authentic, and;

wherein the first driver is configured to cause power to be supplied to the engine control unit to operate the engine upon receipt of an authentic signal when the user key is not inserted into the ignition cylinder.

12. The vehicular apparatus according to claim 11, further comprising:

a second driver; and

a second switch movable between an open state and a closed state;

wherein the second switch is configured to connect the second driver to the controller when in the off state thereof and to electrically isolate the second driver from the controller when in the on state thereof, wherein the second driver is configured to cause power to be supplied to the controller when the second switch is off, and wherein the second switch is configured to move from the on state thereof to the off state thereof upon receipt of a signal indicating that a vehicle clutch pedal is at least partially depressed.

13. The vehicular apparatus according to claim 12, further comprising:

a third driver configured to send a signal to the second switch via a signal generator, wherein the signal indicates that the clutch pedal is at least partially depressed, whereby the third driver is configured to cause the second switch to close.

14. A method of operating a control circuit to drive an engine control unit of a vehicle, the method comprising the steps of:

operating the control loop in a first mode in which the control loop is configured to:

receiving a signal from a first key reader disposed within a compartment of the vehicle;

verifying the signal received from the first key reader; and

driving the engine control unit in response to the signal passing verification; and

operating the control loop in a second mode in which the control loop is configured to:

receiving a signal from a second key reader disposed outside the vehicle cabin;

verifying the signal received from the second key reader; and

driving the engine control unit in response to the signal passing verification.

15. The method of claim 14, wherein the first mode is further configured to:

energizing the first key reader;

generating an electromagnetic field at the first key reader;

receiving a user key in the electromagnetic field;

transmitting a transponder signal from the user key to the first key reader.

16. The method of claim 14, wherein the control loop includes a first switch connected to the first key reader and the second key reader, and wherein the method further comprises the steps of:

driving the first switch to a first configuration to select the first mode; and

driving the first switch to a second configuration to select the second mode.

17. The method of claim 16, wherein the second mode is further configured to:

determining whether at least one prerequisite is satisfied; and

if the at least one prerequisite is met, actuating the first switch to the second configuration to select the second mode causes the control loop to receive a signal from the second key reader.

18. The method of claim 17, wherein the at least one prerequisite comprises at least one of:

at least partially depressing a clutch pedal of the vehicle;

locking the carriage;

activating a hand brake of the vehicle;

releasing the throttle of the vehicle; and

at least partially depressing a brake pedal of the vehicle.

19. The method of claim 18, wherein the control loop further comprises an interlock switch connected to the first switch, wherein the method further comprises the steps of:

when the at least one prerequisite is met, closing the interlock switch to connect a switch driver to the first switch so that the switch driver drives the first switch to the second configuration.

20. The method of claim 14, wherein:

operating the control loop in the first mode further includes:

placing a user key in an ignition cylinder of the vehicle;

transferring the user key to a predetermined position in the ignition cylinder;

receiving an authentic signal from the first key reader;

causing power to be supplied to the engine control unit to drive the engine control unit to operate the engine; and

operating the control loop in the second mode further comprises:

removing the user key from the ignition cylinder; and

operating the control circuit in the second mode while continuing to power the engine control unit to operate the engine.

Technical Field

The present invention relates generally to vehicle devices for controlling a power source of a vehicle, and more particularly to vehicle devices for remotely activating and deactivating a power source of a vehicle.

Background

Some vehicles, such as commercial vehicles, are equipped with a primary power source, such as an engine, that is suitable for powering not only the driveline of the vehicle, but also the auxiliary equipment, such that the vehicle is in fact a mobile power source.

Vehicles, particularly commercial vehicles, are commonly used as a power source for auxiliary equipment. For example, vehicles that contain auxiliary equipment such as aerial work platforms or mechanized access platforms (sometimes referred to as "truck lifts" or "scissor lifts") have an engine so that the vehicle can be moved (e.g., driven), although the vehicle's engine may also be used as a power source for the auxiliary equipment. The engine of the vehicle may also be used as a power source for other auxiliary equipment, such as an electrical outlet (which may or may not form part of the auxiliary equipment). Some examples herein are directed to systems for remotely starting and stopping an engine that may incorporate a passive anti-theft system (PATS).

To power the accessories from the vehicle engine, the engine must remain on, or in an on (e.g., running) state. Thus, to power the auxiliary equipment, a user may need to start the vehicle's engine using the key and then leave the key in the vehicle's cabin (either in the vehicle's ignition barrel, in which case the key is turned to a predetermined position to keep the engine powered, for example, and either visible to a passive anti-theft system (PATS) induction coil system for engine restart, or within a certain distance of the vehicle's engine in the case of a remote keyless system) to enable the engine to continue to run so that the power of the engine may be used for the auxiliary equipment, which is typically located outside the vehicle's cabin (in the example case where the vehicle is an aerial work platform or similar vehicle). Even when the auxiliary equipment only needs to intermittently draw power, the engine may have to remain activated unless the user of the vehicle repeatedly returns to the cabin of the vehicle to activate or deactivate the engine, which is not always practicable.

This may constitute a certain security risk. For example, a vehicle and/or the contents of the vehicle may be subject to theft when a user of the vehicle is not directly present in the cabin of the vehicle because the user may be away from the vehicle (e.g., in an on-board lift that may have been elevated to a position above the vehicle). Thus, if an opportunistic thief tries to enter the vehicle, the user cannot block them because the user is located far away from the vehicle (e.g., on an airborne platform). In this case, a potential thief may be able to steal the contents of the vehicle or even drive the vehicle away because the key remains in the ignition switch. Further, because the engine may remain active at all times, it may be that at times engine power is being wasted (e.g., excess fuel, engine wear, cost, and emissions) if the accessories only intermittently draw power from the engine. For example, when a user enters the lift, they require power from the engine to raise the lift to a desired height (e.g., for the user's work). Thereafter, the user may no longer require engine power until such time as the user has completed their work and needs engine power to lower the on-board lift, but it may be difficult or even impossible for the remote user to shut down the engine with the key remaining in the ignition switch and the user away from the vehicle.

Disclosure of Invention

The present invention provides a vehicle device, which may be referred to as a remote start-stop system or a passive anti-theft system, that provides a means to use existing key systems and security measures through a wired solution to a local remote work site. In this manner, the present invention provides an apparatus and method for remotely starting and stopping a vehicle engine with existing safety features.

According to some examples of the invention, a vehicle device is provided that is capable of providing engine power to an auxiliary component (as described above) when a vehicle key is not in an ignition switch. In other words, some examples of the invention allow a user to turn on the vehicle engine and then remove their key from the vehicle ignition switch while the engine remains on even if the key is away from the vehicle. Some examples herein also allow a user to stop powering the engine even though the user and keys may be remote from the vehicle. Further, some examples herein allow a user to start a stopped engine even though the user and keys may be remote from the vehicle.

According to these examples, where the vehicle includes an on-board lift, the user may start the vehicle engine from the vehicle cab using the vehicle key, may remove the key while the vehicle keeps the engine running, and the user may then enter the on-board lift, raise the on-board lift (using engine power). Both the user and the original vehicle key are located in a vehicle lift that has been raised to a height away from the vehicle cab. The user can then shut down the engine from their remote location even though the vehicle key is with the user and away from the vehicle. The user may then perform tasks from the onboard lift with the engine off so that the engine does not unnecessarily use power. After completing the user's job task, the user may then start the engine from their remote location in the on-board lift, and the engine power may then be used to lower the on-board lift. It will be appreciated that the vehicle devices in these examples include a fully original vehicle anti-theft system (e.g., a passive anti-theft system or an active anti-theft system), in the sense that the vehicle engine is still running despite the vehicle key not being in the vehicle, allowing the vehicle to be locked to prevent unauthorized entry or being driven away. It will also be appreciated that the vehicle apparatus in these examples includes a remote start-stop system in which the engine may be started or stopped "remotely" (e.g., by a user remote from the vehicle, such as a user outside of the passenger compartment of the vehicle) and in a manner that does not require a vehicle key to be located within the vehicle.

To accomplish this, some examples herein provide a device that may be configured in a manner to allow an engine to be started and stopped remotely (e.g., without a key in the vehicle).

To accomplish this, some examples herein provide a device operable in a first mode of operation and a second mode of operation, the first mode being a mode in which the device can start an engine when an authentic signal is received from a key adjacent a vehicle cab (e.g., a steering control of a vehicle), such as when the key is placed in an ignition cartridge. In these examples, when the device is in the first mode, the device may be able to be placed in a second mode, which is a mode in which the device may start the engine when an authentic secure handshake signal is received from an original vehicle key that is remote from the vehicle cab (e.g., from a truck-mounted lift platform used as a yard behind a truck, or the top of a scissor lift, or from a location on the ground remote from the vehicle cab).

As will now be described, to achieve this, security data is communicated from the key to first and second vehicle key readers of the vehicle (as will be described below, the first and second vehicle key readers may describe coils, such as transceiver coils), may be configured to energize the vehicle key to cause a transponder in the vehicle key to send a signal to a controller of the vehicle, the controller being configured to drive an engine control unit of the vehicle to power the vehicle engine when the controller can verify the signal (and thereby confirm the authenticity of the vehicle key). In this way, the engine may be started in this mode only with the remote PATS coil, rather than the normal cab coil.

According to an aspect of the present invention, there is provided a vehicular apparatus including a controller configured to drive an engine control unit of a vehicle upon receiving an authentic signal. The engine control unit is configured to drive an engine of the vehicle and driving the Engine Control Unit (ECU) may cause the ECU to start the engine (if the engine is in a stopped state) or stop the engine (if the engine is running). The device also includes a first (e.g., "master") key reader and a second key reader. The controller is configured to receive the signal and to validate the received signal. For example, the controller is configured to store data relating to the authenticity of the signal, such that by comparing the received signal with the stored data, the controller is able to verify the received signal. As will be explained below, each signal may be a vehicle key signal, such that the controller is configured to verify the vehicle key. Once the received signal is authentic, the controller is configured to drive the engine control unit. The vehicular device is operable in a first operating mode in which the controller is configured to receive signals from the first key reader and a second operating mode in which the controller is configured to receive signals from the second key reader. In some examples, in a first mode of operation, the controller is configured not to receive signals from the second key reader (e.g., not connected to the second key reader during normal driving), and in a second mode of operation, the controller is configured not to receive signals from the first key reader (e.g., not connected to the first key reader), such as in a static power take off mode.

In this way, each of the first and second key readers is configured to transmit a signal to the controller, but the controller can only respond to signals received from one key reader, depending on the operating mode of the device. The signal may be a signal received from a vehicle key and thus each of the first key reader and the second key reader is configured to transmit a signal indicative of the vehicle key, which is transmitted to the controller for verification. In this way, the controller may cause the ECU to start the engine upon receipt of the authentic signal from two different places, since the first and second key readers may each be placed in different locations.

Of course, if the controller is unable to verify the received signal (which would be the case if the key was not the correct key), the ECU will not start the engine.

In some examples, the device of the first mode of operation may configure the controller to receive a signal from a key reader within a cabin of the vehicle (e.g., adjacent to the driving control device). For example, the controller may be configured to receive a signal from a key reader disposed adjacent to, within, or on an ignition cylinder of a vehicle. The device of the second mode of operation may configure the controller to receive a signal from a key reader disposed outside a cabin of the vehicle. For example, the controller may be configured to receive signals from a second key reader, which may be disposed within a control panel of an auxiliary device powered by the vehicle engine (e.g., a cradle or car of a car lift or scissor lift, etc.).

Each of the first and second key readers may be energizable to generate an electromagnetic field. For example, each of the first or second key readers may be energizable by the controller to generate an electromagnetic field, e.g., upon receiving a signal (e.g., an electrical signal) transmitted by the controller. The first and/or second key readers may each comprise a coil configured to be powered by an electrical signal to generate an electromagnetic field. For example, the controller may be configured to transmit a signal to each coil (depending on the operating mode of the device) to energize the coils so that the coils generate an electromagnetic field. The electromagnetic field generated by either the first or second key reader may be configured to energize a transponder of a vehicle key. In other words, when a vehicle key including a transponder is proximate to an electromagnetic field generated by either of the first or second key readers (e.g., the first or second coils), the electromagnetic field may cause the transponder to transmit a vehicle key signal to the first or second key reader, and the first or second key reader may forward the signal to the controller for authentication. The first and/or second key reader may thus be configured to generate an electromagnetic field to cause the transponder to transmit a signal to the first and second key readers, the first and second key readers being further configured to transmit a signal received by the transponder to the controller. In an example, the first and/or second key reader may thus comprise a transmitter-receiver, or transceiver, such as a transmitter-receiver coil or transceiver coil. The first and/or second key reader may be configured to generate an electromagnetic field when the transponder of the vehicle key is brought into proximity of the key reader. For example, the first key reader may be configured to be energized by the controller to generate an electromagnetic field when the vehicle key is inserted into an ignition cylinder of the vehicle and turned to a predetermined position (e.g., a position that causes the controller to be energized/powered to the controller — referred to as "position 2" in some vehicles). For example, the device may be configured such that when a vehicle key is inserted into the ignition cylinder and turned to a predetermined position, the controller may be energized and energize the key reader to generate an electromagnetic field that will cause the key to transmit a signal to the key reader, the first key reader transmitting a signal to the controller for authentication. In these examples, the first key reader may include a transceiver coil adjacent to, on, or in the ignition cartridge.

In some examples, the vehicle device may include a key for a vehicle, and the key includes a transponder configured to transmit a signal to the first or second key reader, for example when the transponder is proximate to an electromagnetic field generated by the first and/or second key reader. The transponder may transmit a signal to the first or second key reader when the transponder is within an electromagnetic field generated by the first or second key reader or within a predetermined distance of the first or second key reader, respectively. The signal transmitted by the transponder may be an optical signal, an electromagnetic signal, or any other suitable form of signal that may carry unique information suitable for authentication purposes. The first or second key reader may be energized by the controller to substantially simultaneously receive the signal transmitted by the transponder of the vehicle key because the first or second key reader is energizable to generate an electromagnetic field to energize the transponder (in other words, the time scale involved with the controller causing the key reader to generate an electromagnetic field and receive and transmit the key signal to the controller may be so short that authentication is almost instantaneous). Alternatively, in some examples, the first or second key reader may be configured to receive a signal from the transponder at all times.

In some examples, the vehicle device may include a first key reader. The first key reader is adjacent a steering control device (e.g., an ignition barrel and/or steering wheel and/or dashboard, etc.) of the vehicle. In some examples, the second key reader is remote from a driving control of the vehicle (e.g., the second key reader may be disposed outside of the vehicle). For example, a first key reader may be provided in an ignition cylinder or steering wheel of a vehicle to request engine start when a user is inside the vehicle, and a second key reader may be provided on a control panel of an auxiliary system (e.g., a piece of auxiliary equipment) located outside the vehicle, e.g., on a bracket of a vehicle-mounted lift.

In some examples, the vehicle device may include a first switch operable in a first configuration in which the first switch connects (e.g., electrically or electromagnetically) the controller to the first key reader (or the first coil in the example case where the key reader includes a coil). The first switch may also be operable in a second configuration in which the first switch connects (e.g., electrically or electromagnetically) the controller to a second key reader (or a second coil in the example case where the key reader includes a coil). The first switch may connect the controller to the first or second key reader by any suitable means, for example via Bluetooth (r), optical link or radio. The first switch may thus comprise an electrical switch to complete or break an electrical path between the controller and the first or second driver according to its configuration. For example, the first switch may be configured to complete a circuit between the controller and the first driver (and open a circuit between the controller and the second driver) when in its first configuration, and may be configured to complete a circuit between the controller and the second driver (and open a circuit between the controller and the first driver) when in its second configuration.

The first switch may be configured to be in a first configuration when the apparatus is operable in a first mode, and the switch may be configured to be in a second configuration when the apparatus is operable in a second mode. In this way, according to these examples, when the device is operable in the first mode, the first switch connects the controller to the first key reader such that the controller is configured to receive signals from the first key reader, and when the device is operable in the second mode, the first switch connects the controller to the second key reader such that the controller is configured to receive signals from the second key reader. In this way, the controller is thus configured to receive a signal from either the first or second key reader via the first switch, depending on which mode is required (although in other examples the controller may be configured in other ways). Thus, in these examples, the configuration of the first switch may determine in which mode the device is operating. In other words, switching the first switch between its configurations may switch the device between its modes and thus a different vehicle function usage than the engine-either auxiliary power output or normal driving.

In some examples, the vehicle device may include a first driver connected to a first switch (e.g., a switch device, or a trigger relay, etc.) and configured to move, operate, or drive the first switch (e.g., the switch device, or the trigger relay, etc.). For example, the first driver may be configured to drive the switch to move between its first and second configurations. In this way, the first driver is configured to drive (or move) the vehicular apparatus between the first and second operating modes of the vehicular apparatus. In this way, the first actuator may configure the controller to receive signals from either the first or second key reader. The first drive may be disposed within a cabin of the vehicle. The first actuator may be a physical button that may be operated at the discretion of the user of the vehicle. The first drive may thus comprise a user-manipulable element (e.g. a depressible or pushable button or a rotatable disc or may be automatically controllable from the auxiliary device (e.g. automatically)). Alternatively, the first driver may be driven by a device of the mobile application or a voice command system. The first driver may be configured to allow only authorized vehicle users to drive the first switch. The first driver may be configured to be remotely driven.

In this way, the user can place the device in a mode in which the controller is configured to receive signals from either the first or second key reader. For example, when the second key reader is a remote key reader, the user may cause the first actuator to cause the switch to move to its second configuration to connect the controller to the second key reader, and in this way, the user has caused the device to switch to a mode in which the controller is configured to actuate the ECU to start the engine upon receipt of an authentic signal from a remote area (e.g. a truck lift tray or the rear of a vehicle, etc.), thus remotely starting the engine.

In some examples, if at least one prerequisite is met (in some examples, only if the at least one prerequisite is met), the vehicular device may be configured to move from its first mode to its second mode, e.g., by the first driver transitioning the first switch from its first configuration to its second configuration. If a set of prerequisites is met (e.g., only if all prerequisites in the set of prerequisites are met), the vehicular device may be configured to move from its first mode to its second mode. In this way, according to some examples, only when a particular condition or set of conditions is met, the user can place the device in its second mode in which the device can receive a signal from the remote key reader to remotely start the engine.

In some examples, the vehicle device may include an interlock switch operably connected to the first driver. The interlock switch may be movable between a closed and an open state, wherein the interlock switch is configured to connect the first driver to the first switch in its closed state and to isolate (e.g., not connect) the first driver from the first switch in its open state. For example, the interlock switch may include an electrical switch configured to complete or break an electrical connection between the first driver and the first switch. For example, the interlock switch may be configured to electrically isolate the first driver from the first switch when the interlock switch is open, and to electrically connect the first driver to the first switch when the interlock switch is closed. In this way, the first actuator can place the device in the second mode of operation so that the engine can be started remotely (as described above) only when the interlock switch is closed. As will now be described, the interlock switch may ensure that the device cannot be placed in its second mode unless a prerequisite or a set of prerequisites for this purpose is met, and the interlock switch may be configured to move (e.g. automatically) from its on state to its off state or to switch from its on state to its off state when at least one prerequisite is met or only when at least one prerequisite is met.

The prerequisite or set of prerequisites may comprise at least one of the following conditions: at least partially depressing a clutch pedal of the vehicle, fully locking a cabin of the vehicle, activating a handbrake of the vehicle (e.g., being on), releasing an accelerator pedal of the vehicle, and/or at least partially depressing a brake pedal of the vehicle. In this way, a set of conditions must exist in order to place the device in its second (remote) mode. For these reasons, the switch is referred to as an "interlock switch" because these conditions may be referred to as interlocks. Thus, if a prerequisite (which prerequisite may also be referred to as interlock or interlock) is not met or a set of prerequisites are not all met, the interlock switch remains open and the first driver cannot place the device in its second mode because the first switch cannot be moved to its second configuration because the first driver is not connected to the first switch when the interlock switch is open. Thus, the first driver is configured to place the device in its second mode only when the interlock switch is closed, since the first driver is connected to the first switch only when the interlock switch is closed. In some examples, at least partially depressing a clutch pedal of the vehicle may be an interlock to start the engine, rather than an interlock that allows the second key reader to be enabled. For example, a prerequisite or set of prerequisites may comprise at least one of the following conditions: fully locking a cabin of the vehicle, activating a handbrake of the vehicle (e.g., being on), releasing an accelerator pedal of the vehicle, and/or at least partially depressing a brake pedal of the vehicle; and in addition to this prerequisite, the ECU may be configured such that it will not start the engine, or the engine may not start unless the clutch pedal is at least partially depressed.

The function of the first actuator will be explained further below, as the first actuator is basically configured to place the device in a "remote mode" (when the second key reader is remote from the vehicle cab) by moving the switch from its first configuration to its second configuration.

In some examples, the interlock switch may be configured such that when the interlock switch is operated in its second mode and at least one prerequisite is violated, the interlock switch moves from its off state to its on state with respect to the second key reader to a stationary state proximate to the first key reader. In the case of the first key reader state, with the system for remote engine control disabled, the vehicle returns to normal driving mode when the normal process of starting the engine is required, which includes turning the key to the appropriate position to start the engine. In some examples, the device is configured such that when the device is operating in its second mode and at least one prerequisite is violated, the ECU is configured to stop the engine, thereby preventing the supply of power from the primary power source of the vehicle.

In some examples, the vehicle device may include an ignition pot. As described above, when the device is in its first mode (e.g., when the first switch is in its first configuration such that the controller is connected to the first key reader), the controller is configured to receive a signal from the first key reader. As also described above, the signal may include a key signal that may be transmitted from the same key to the controller by the first key reader. As also described above, the controller may be configured to energize the first key reader (e.g., power the key reader so the key reader is energized). According to some examples, the controller is configured to power the first key reader to cause the key reader to be energized when a vehicle key is inserted into an ignition barrel of the vehicle and turned to a predetermined position (e.g., position 2), the vehicle key position being predetermined to power the controller and/or the ECU. Thus, to start the engine when the device is in the first mode, the vehicle key may need to be inserted into the ignition cylinder and turned to a predetermined position (so that the controller may be energized to energize the first key reader, etc.). In this way, actuating "key to position 2" wakes up "or energizes the controller, and thus" wakes up "or energizes the first key reader. The key in this position can have 12V supplied to the controller.

Thus, according to an example, the first key reader is adjacent the ignition cylinder and the device is configured such that when the device is operating in its first mode, power is supplied to the controller as soon as the vehicle key is inserted into the ignition cylinder and turned to a predetermined position. The controller may also be configured to energize a first key reader when the key is in a predetermined position, the first key reader configured to generate an electromagnetic field upon being energized. The vehicle key may be configured to transmit a signal to the first key reader when the key is in proximity to the electromagnetic field (which may already be the case since the key is in the ignition cylinder), and the first key reader is configured to transmit a signal received from the vehicle key to the controller, which is configured to verify the signal and to drive the engine control unit if the signal is authentic, as described above.

Further, when the vehicle key is not inserted into the ignition cylinder, for example, after the vehicle key is removed from the ignition cylinder, the apparatus may be configured to supply power to the controller and/or the engine control unit, thereby operating the engine. In other words, the device is configured such that when the engine is started while the device is in its first mode, the ECU is configured to continue running the engine even if the key is removed from the ignition cylinder. This is done by the system keeping the (+12V) voltage supplied to the ignition location 2 supplied to the controller. The controller still considers the key to be in the ignition switch. The key is then relocated to a second key reader and in remote mode, the engine can be shut down by removing the +12V power supply. To remotely restart the engine, +12V is reapplied to ignition location 2, the key is still considered red by the second key reader and the engine can be restarted with a +12V signal to ignition location 3 (i.e., the engine start circuit of the ignition pot) as long as all interlocks are met.

However, in other examples, such as for keyless entry, power may be supplied to the controller as soon as the substitute key is present in the ignition switch and turned to a predetermined position, when the vehicle key is within a predetermined distance of the vehicle, or power may be supplied to a vehicle control module, or the like.

More specifically, the first actuator is configured to move the switch from its first configuration to its second configuration to place the device in its second mode (e.g., the "remote mode" when the second key reader is a remote key reader). As explained above, the first driver is configured to move the switch to its second configuration to place the device in its second mode when at least one prerequisite is met. The first actuator may be configured to actuate the switch to move to its second configuration upon receipt of an authentication signal (e.g. transmitted by the first key reader). The first driver may be configured to place the device in its second mode only when an interlock condition exists and when the engine is running and/or when a verification signal has been received.

When in its second configuration, the first switch may be configured to supply power to the controller and/or ECU to keep the engine running when the device is in its second mode. In other words, when the switch is in its second configuration, power will continue to be supplied to the controller and/or ECU for engine operation. In this way, the engine can continue to run even when the key is removed from the vehicle ignition switch. In other words, the first actuator may move the switch to its second configuration and place the device in a second mode in which the engine continues to run even if the vehicle key is removed. For example, 12V may be supplied to the controller and/or ECU to keep the engine running when the switch is in its second configuration.

In this manner, the second mode of operation of the vehicle device is a mode in which the engine continues to operate even if the key is not adjacent the first key reader (e.g., when not within the ignition cylinder, etc., or is not within a predetermined distance of the vehicle). In this way, the user can remove the vehicle key from the vehicle, lock the vehicle, and be in a position away from the vehicle. When the second key reader is remote from the vehicle, the second mode of operation is therefore a remote mode in which the engine can be stopped and started by a user remote from the vehicle (with the vehicle key).

According to some examples, when in the second mode, the driver (e.g., an on/off switch) may cause the ECU to stop the engine, for example, by causing power to no longer be supplied to the controller and/or the ECU.

According to some examples as will now be described, when the device is in the second mode, the engine may then be started, for example remotely by a user. The controller is connected to the second key reader when the device is in the second mode. The controller is configured to energize the key reader to cause it to generate an electromagnetic field that will cause the key to transmit a signal to the controller via the second key reader to cause the ECU to start the engine if the key is authentic. However, if the ECU has stopped the engine, the controller may not be able to power the second key reader because the controller is no longer powered. In other words, 12V supplied to the engine as a result of the first switch being in its second configuration may be stopped when the engine is stopped. Thus, to remotely start the engine again (via an authentic key signal transmitted via the second key reader), it may first be necessary to power the controller.

To this end, in some examples, the vehicle device may include a second driver and a second switch movable between an open and closed state. The second switch may be configured to connect (e.g., electrically or electromagnetically connect) the second driver to the controller when the second switch is in its off state. The switch is configured to isolate the second driver from the controller when the second switch is in an open state. The second driver is configured to power the controller. Thus, when the second switch is in its off state (the second actuator is otherwise not connected to the controller), the second actuator can power the controller (so that the controller can energize the second key reader to cause the key to transmit a signal, etc.). In other words, when the second switch is in its off state, the engine can be started remotely when the correct key is adjacent (energized) to the electromagnetic field of the second key reader. The second driver may thus comprise a user-manipulable element (e.g. a depressible or pushable button or a rotatable disc or may be automatically controllable (e.g. automatically) from the auxiliary device, etc.), user manipulation of which may cause power to be supplied to the motor when the second switch is off. Alternatively, the second driver may be driven by a device of the mobile application or a voice command system or the like.

Some engines may not be able to start if the preconditions (or interlock conditions or interlocks, etc.) are not met. For example, some engines may not be able to start unless the clutch pedal is at least partially depressed. According to some examples herein, the device is capable of mimicking that the clutch pedal is depressed so that the engine may start and the second switch is configured to move from its on state to its off state upon receipt of a signal indicative of at least partial depression of the vehicle clutch pedal. Thus, the second switch is configured to close (so that the second driver can start the engine) only when a signal is received indicating (e.g., mimicking) that the clutch pedal is depressed. In some examples, the vehicle device may include a third driver configured to cause the signal generator to generate a signal configured to be sent to the second switch, the signal indicating that the clutch pedal is at least partially depressed. In effect, the signal overrides an interlock of the engine that would otherwise prevent the engine from starting unless the clutch pedal is at least partially depressed, and the signal mimics the depression of the clutch. In this example, the second switch may be configured to move from its on state to its off state upon receipt of a signal. The third actuator may be a physical button that may be operated at the discretion of the user of the vehicle. Alternatively, the third driver may be driven by a mobile application or a voice command system. The third actuator may be configured to allow only authorized vehicle users to actuate the second switch. To this end, according to some examples, the third actuator may cause a signal to be sent to the engine to override the engine interlock, and the controller may energize the second key reader by causing the second switch to turn off the signal to place the engine in a state ready to start and allow the second actuator to power the controller so that the controller may start the engine (remotely). More specifically, when the device is placed in its second mode, the engine can be remotely turned off and likewise remotely turned on. Remote start of the engine may be achieved when the user actuates (e.g., depresses) the third and second actuators to cause power (e.g., 12V) to be supplied to the controller. For example, a user may do so when they have completed their work in the car lift carriage and they want to lower the car lift carriage. Once power is supplied to the controller, the controller energizes the second key reader (since the controller is connected to the key reader in the second mode) and when the user places the key adjacent the electromagnetic field, a key signal is transmitted to the second key reader, which is forwarded to the controller and then verified so that the engine can be started remotely.

It will thus be appreciated that the vehicle apparatus disclosed herein provides a remote start/stop system whereby the first actuator is configured to place the apparatus in a mode in which the engine can be remotely stopped and started (as described above by remotely starting the engine via the second actuator). The prerequisite that the first actuator is able to place the system in "remote mode" (as described above) and that the first actuator places the system in its remote mode by having a switch (e.g. an electrical relay) in a configuration in which the controller is connected to a remote key reader (e.g. a solenoid) needs to be met. As described above, placing the device in its second (remote) mode may enable power to be supplied to the controller and/or ECU so that the engine may continue to operate even when the vehicle key is removed from the ignition cylinder. Also, once the engine is stopped and the device is in its second mode, the second and third drivers may remotely start the engine by causing power to be supplied to the controller and signals sent to the engine to override the interlock that the clutch pedal must be depressed before the engine can start (by transmitting a signal that can mimic or replicate this condition). Also, the system may be remotely activated when an authentic key signal is received by the second key reader (or coil).

The first actuator may allow a timed period for the driver to start the engine and system from the cab of the vehicle (e.g., via the first key reader) to meet certain legal requirements for safe engine starting when under normal driver control without having the system shut down, and then allow a remote mode in which the vehicle cannot be moved thereafter.

According to the present invention, a method for remotely starting/stopping an engine is provided and may include a computer-implemented method, such as may be performed using at least one processor, such as executing instructions that cause the processor to perform the method.

According to another aspect of the present invention, there is provided a method of operating an apparatus as described above. The method includes operating the vehicle device in a first mode thereof in which the controller is configured to receive a signal from the first key reader. The method includes receiving a signal from a first key reader, verifying the signal received from the first key reader, and driving an engine control unit via a controller. This may be performed, for example, by the user when the user is inside the vehicle, for example, as described above. The method also includes operating the vehicle device in a second mode in which the controller is configured to receive a signal from the second key reader, verify the signal received from the second key reader, and drive the engine control unit via the controller. This may be performed, for example, by a user remote from the vehicle (e.g., in a vehicle lift bracket), for example, as described above. In some examples, when the vehicle device is in its first mode, the method may further include energizing the first key reader, generating an electromagnetic field at the first key reader, placing the vehicle key in the electromagnetic field, transmitting a signal from the vehicle key to the first key reader, transmitting a signal from the first key reader to the controller, verifying, by the controller, the signal received from the first key reader, and driving, by the controller, the engine control unit.

In some examples, when the controller is in the second mode, the method may further include energizing the first key reader, generating an electromagnetic field at the second key reader, placing the vehicle key in the electric field, transmitting a signal from the vehicle key to the second key reader, transmitting a signal from the second key reader to the controller, verifying, by the controller, the signal received from the second key reader, and driving, by the controller, the engine control unit.

Placing the vehicle device in its first mode may include actuating a first switch to connect a controller (e.g., electrically or electromagnetically) to the first key reader. Placing the vehicle device in its second mode may include actuating a first switch to connect a controller (e.g., electrically or electromagnetically) to the second key reader.

In some examples, the method may further include determining whether at least one prerequisite is satisfied, and if it is determined that one of the at least one prerequisite is satisfied, the method may further include actuating the first switch to electrically connect the controller to the second key reader. For example, the method may include operating the interlock switch such that the first driver is connected to the first switch when the interlock switch is in the closed state. The method may further include closing the interlock switch to electrically connect the switch driver and the first switch when at least one prerequisite is satisfied. The prerequisites can be as described above and can contain a set of prerequisites.

In some examples, the method may include operating the device in a first mode, placing the vehicle key in an ignition cylinder of the vehicle, transferring the vehicle key to a predetermined position in the ignition cylinder, receiving an authentic signal from the first key reader at the controller, causing power to be supplied to the engine control unit to run the engine, operating the vehicle device in a second mode, removing the vehicle key from the ignition cylinder, and continuing to supply power to the engine control unit to run the engine, for example by driving the first driver to place the device in its second mode and causing power to be supplied to the controller so that the engine may be started when the device is in its second mode as described above. Closing the first switch may therefore comprise powering a controller and/or ECU of the vehicle.

In some examples, when the engine is in an off state and the vehicle device is in the second mode, the method may include receiving a signal indicating that a clutch pedal of the vehicle has been at least partially depressed. The method may further comprise causing power to be supplied to the engine control unit to operate the engine upon receipt of the authentic signal from the second key reader. For example, as described above, the method may include receiving a signal indicating that a clutch pedal is depressed and connecting a switch (e.g., electrical or electromagnetic) to the second driver upon receiving the signal, such that the second driver causes power to be supplied to the controller and/or the engine to power the engine when the switch is closed.

Herein, "switch" is intended to include any form of switching device, such as a trigger relay.

The invention also provides software, such as a computer program or a computer program product, for performing any of the methods described herein, and a computer readable medium having stored thereon a program for performing any of the methods described herein. A computer program embodying the invention may be stored on a computer readable medium or may be in the form of a signal, such as a downloadable data signal provided from an internet website, for example, or may be in any other form.

To avoid unnecessary repetition of work and repetition of text within the specification, only certain features that are relevant to one or more aspects or configurations of the present invention are described. It should be understood, however, that features described in relation to any aspect or arrangement of the invention may also be used in relation to any other aspect or arrangement of the invention where technically feasible.

Drawings

For a better understanding of the present invention, and to show more clearly how it may be carried into effect, reference will now be made, by way of example, to the accompanying drawings, in which:

FIG. 1A is a block diagram showing an embodiment of a vehicle device operable in a first mode;

FIG. 1B is a block diagram illustrating an embodiment of a vehicle device operable in a second mode;

FIG. 2A is a block diagram showing another embodiment of a vehicle device operable in a first mode;

FIG. 2B is a block diagram showing another embodiment of a vehicle device operable in a second mode;

FIG. 3 is a block diagram showing a vehicle including an embodiment of a vehicle apparatus;

FIG. 4A is a block diagram showing yet another embodiment of a vehicular device operable in a first mode;

FIG. 4B is a block diagram showing yet another embodiment of a vehicular device operable in a second mode;

FIG. 5 is a block diagram showing yet another embodiment of a vehicle device operable in a first mode;

FIG. 6 is a block diagram showing yet another embodiment of a vehicle device operable in a second mode;

FIG. 7 is a block diagram showing yet another embodiment of a vehicle device operable in a second mode;

FIG. 8 is a flow chart of an example routine that may be implemented by a vehicle device.

Detailed Description

The present invention relates to a vehicle arrangement for a vehicle such as a motor vehicle (e.g. a car, van, truck, motorcycle, etc., including commercial vehicles), an industrial or agricultural vehicle (e.g. a tractor, a forklift, a bulldozer, an excavator, a truck lift or a scissor lift), a marine vessel, an aircraft or any other type of vehicle. The vehicle equipment may include or be associated with auxiliary equipment such as an on-board lift carriage, generator, power outlet, or pump, etc. that is powered by the vehicle's engine (either directly or through a conversion device such as an alternator).

Examples described herein provide a vehicle device having a first key reader, a second key reader, and a controller configured to drive an engine control unit. In these examples, the controller is configured to receive the signal and to verify the signal. In these examples, the device may operate in a first mode in which the controller is configured to receive signals from the first key reader, and in a second mode in which the controller is configured to receive signals from the second key reader. Some vehicle device examples include a vehicle key that includes a transponder that can be energized to generate a unique signal that can be received by a key reader. In these examples, the vehicle device may include a first switch that operatively switches the vehicle device between the first operational mode and the second operational mode. Some vehicle device examples may include a driver to allow a user of the vehicle to switch the vehicle device from the first operable mode to the second operable mode via the first switch. In these examples, the driver may be electrically connected to or isolated from the controller by an interlock switch. The interlock switch can keep the driver isolated from the controller unless at least one of a plurality of prerequisites is met. Some vehicle device examples may include a second driver and a second switch, where the second driver is configured to enable power to be provided to the controller, for example when the device is operable in its second mode. In these examples, the second switch may electrically isolate the second driver from the controller in a configuration when the second switch is in the first configuration and electrically connect the second driver to the controller when the second switch is in the second configuration. In these examples, the vehicle device may have a signal generator configured to generate a signal indicative of a clutch pedal of the vehicle being at least partially depressed for the second driver to power the controller. In these examples, the vehicle apparatus may further include a user-directly operable third driver configured to cause the signal generator to generate a signal indicative of the clutch pedal of the vehicle being at least partially depressed.

The example vehicle apparatus described herein may provide more flexibility to a user, by providing a secure method of remotely taking power from the primary power source of the vehicle for use by auxiliary devices as and when needed, by providing the user with the ability to remotely start and stop the engine when the user and vehicle keys are remote from the vehicle. This may result in the user operating the primary power in a more fuel efficient manner because the primary power source of the vehicle need not remain active when the auxiliary power source does not require power. It goes without saying that users of such vehicles may also experience time savings, since they will not need to move between the main control of the main power source of the vehicle and the control of the auxiliary device.

Herein, the term "key reader" is intended to describe any tool capable of receiving, transmitting and/or repeating signals as well as generating electromagnetic signals. The key reader may comprise a computer with a wired connection. The key reader may comprise a coil, such as a solenoid. The term "transponder" is intended to include any means capable of being energized to generate and transmit a unique signal.

Fig. 1A and 1B each show a vehicle device 100 including a controller 101, an engine control unit 102, a first key reader 103, and a second key reader 104. Fig. 1A shows the vehicle device operating in a first mode in which the controller 101 is configured to receive a signal 105 from the first key reader 103 (as indicated by the solid line from the controller to the first key reader). The controller 101 is also configured to not receive a signal from the second key reader (as indicated by the dashed line from the controller to the second key reader). The controller 101 is configured to perform an authentication process on the signal 105. If it is determined that signal 105 is authentic, the controller is configured to transmit signal 107 to Engine Control Unit (ECU) 102. Upon receiving signal 107, ECU102 is configured to start the engine. In this way, the device in the first mode is configured to start the engine upon receipt of an authentic signal from the first key reader 103.

Fig. 1B shows the vehicular apparatus 100 operating in a second mode in which the controller 101 is configured to receive a signal 106 from the second key reader 104 (as indicated by the solid line from the controller to the second key reader). The controller 101 is also configured to not receive a signal from the first key reader (as indicated by the dashed line from the controller to the first key reader). The controller 101 is configured to perform a verification process on the signal 106. If signal 106 is determined to be authentic, the controller is configured to transmit signal 107 to ECU 102. As above with respect to fig. 1A, ECU102 is configured to start the engine upon receiving signal 107. In this way, the device in the second mode is configured to start the engine upon receipt of an authentic signal from the second key reader 104.

The signals 105, 106 transmitted by the first and second key readers 103, 104 and received by the controller 101 from the first or second key readers 103, 104 may be any suitable type of signal, such as optical signals, electromagnetic signals, electrical signals, radio signals, etc., or any other suitable form of signal that may carry unique information suitable for authentication purposes. The controller 101 may be a computing device embedded within the vehicle, for example the controller may be a component of an engine control unit 102 of the vehicle. For example, the vehicle may include a controller. The controller may comprise part of a passive anti-theft system (sometimes referred to as a PATS), such as a PATS module. Receiving a signal from a vehicle key and verifying the signal from the vehicle key to cause the ECU to start the engine will now be described with reference to fig. 2.

Fig. 2A and 2B show another example vehicular apparatus 200 (which vehicular apparatus 200 may include vehicular apparatus 100) operating in first and second modes, respectively. The vehicle device 200 further comprises a vehicle key 209, which vehicle key 209 accordingly comprises a transponder 210. In this embodiment, the controller 201 is configured to transmit a signal (e.g., a power signal) 206 to the first key reader 203 to power the first key reader 203 to cause it to generate an electromagnetic field. In other words, upon receiving the energizing signal 206, the first key reader generates an electromagnetic field 211. If the vehicle key 209 is placed within the electromagnetic field 211, the transponder 210 will be energized such that the transponder 210 generates the unique signal 208 while the first key reader is configured to receive the signal. Upon receiving the unique signal 208, the first key reader generates a signal 205. As described above with reference to signal 105 of fig. 1A, the controller is configured to receive signal 205. The controller 201 then performs a verification process on the signal 205, and if it is determined that the signal 205 is authentic, the controller then provides a signal 207 to the engine control unit 202 so that activation of the engine of the vehicle can be permitted (as also described above with reference to fig. 1A). Fig. 2B shows the device 200 operating in a second mode. The controller 201 is configured to transmit a signal (e.g., a supply energy signal 213) to the second key reader 204 to energize the second key reader 204 to generate an electromagnetic field. In other words, upon receiving the energizing signal 213, the second key reader 204 generates an electromagnetic field 214. If the vehicle key 209 is placed within the electromagnetic field 214, the transponder 210 will be energized such that the transponder 210 generates a unique signal 215 while the second key reader is configured to receive the signal. Upon receiving the unique signal 215, the second key reader 204 generates a signal 212. The controller is configured to receive this signal 212, as described above with reference to signal 106 in fig. 1B. The controller 201 then performs a verification process on the signal 212 and if it is determined that the signal 212 is authentic, the controller then provides the signal 207 to the engine control unit 202 so that activation of the engine of the vehicle can be permitted (as also described above with reference to fig. 1B).

The fields 211, 214 generated by the key reader may be any suitable type of field, such as a light field (e.g., infrared light), a vibration field, a sound field, or any other field capable of energizing the transponder 210 of the vehicle key 209.

It will thus be appreciated from fig. 1 and 2 that the correct vehicle key is able to start the engine by a signal transmitted to the controller via the first or second key reader (depending on which key reader the key is close to and in which mode the device is operating). As will be described below, the controller may be configured to send a "supply energy" signal 206 upon satisfaction of a prerequisite condition (e.g., the vehicle key is proximate to a control device of the vehicle, e.g., received in an ignition cartridge or within a predetermined distance of the vehicle control device, etc.) when in the first mode, and may be configured to send a "supply energy" signal 213 upon being driven by the second driver when in the second mode (which will also be described below).

Fig. 3 shows a vehicle 350 including a vehicle arrangement 300. The vehicle device may include the device 100 or 200 as described above with respect to fig. 1 and 2. In this configuration, the first key reader 303 is proximate to a driving control device 305 of the vehicle (e.g., a steering wheel or dashboard of the vehicle, etc.) and the second key reader 304 is remote from the driving control device 305 of the vehicle. In fig. 3, the second key reader 304 is depicted as part of a workstation or workstation 310 (e.g., an aerial work platform), but the second key reader may be otherwise positioned. The second key reader 304 may thus be disposed outside of the vehicle interior (e.g., vehicle cabin) and the first key reader 303 may be disposed inside of the vehicle. In some examples, the second key reader 304 may be disposed within the vehicle 350 but still remote from the drive control device 305 relative to the first key reader 303.

FIG. 4A shows another example vehicular device 400 operating in its first mode (which vehicular device 400 may describe any of the vehicular devices 100 and 300 as described above) and FIG. 4B shows the device 400 operating in its second mode. This embodiment further comprises a first driver 408 and a first switch 409. A connection or link 410 connects the first driver 408 to the first switch 409. The first switch 409 has a first configuration (fig. 4A) in which it connects the controller 401 to the first key reader 403. In this first configuration, the first switch does not connect (e.g., isolate) the controller 401 from the second key reader 404. The first switch 409 has a second configuration (fig. 4B) in which it connects the controller 401 to the second key reader 404. In this second configuration, the first switch does not connect (e.g., isolate) the controller 401 from the first key reader 403. The first switch 409 is movable by a first driver 408 from the first configuration of fig. 4A to the second configuration of fig. 4B. In the first configuration, the first switch 409 configures the controller 401 to receive the unique signal 405 from the first key reader 403 and upon verification of the signal 405 by the controller 401, the signal 407 is sent to the engine control unit 402 to enable the engine of the vehicle to be enabled, as described above. In the second configuration, the first switch 409 configures the controller 401 to receive the unique signal 406 from the second key reader 404 and upon verification of the signal 406 by the controller 401, the signal 407 is sent to the engine control unit 402 to enable the engine of the vehicle to be enabled, as described above. In other words, the configuration of the first switch determines in which mode the device operates. Because the driver 408 is configured to change the configuration of the switches, the driver is configured to determine in which mode the device is operating. As described above (e.g., fig. 3), when the second key reader is a remote key reader, the second mode may be referred to as a "remote mode," in the sense that the controller is configured to verify a signal received from the vehicle key by the remote key reader, and to initiate the signal if authentic.

In some examples, the controller 401 may include a switch 409. The switch 409 may include an electrical relay (e.g., an R5 relay). The first actuator 408 may be a physical button or switch that is directly operable by a user. Alternatively, the first driver 408 may facilitate user access through a graphical user interface of the vehicle, a voice command system, by way of an application installed on a mobile computing device (e.g., a smartphone), or any other suitable device. The link 410 may be implemented by a bluetooth signal, a wire, or any other means suitable for linking the first driver 408 to the first switch 409. All links mentioned herein may be implementable as well.

The first driver 408 may be configured to place the device in its "remote mode". Because the first driver 408 may be user-manipulable, a user may place the device in its second mode via the first driver.

FIG. 5 shows another example vehicle device 500 (the vehicle device 500 may include any of the devices 100 and 400 described above). In these example apparatuses 500, the first driver 508 (which first driver 508 may include the first driver 408, etc.) may not be able to drive the switch (e.g., may not cause a change in the switch configuration) and may not place the apparatus in its second mode unless a prerequisite or interlock condition (which interlock condition may be referred to as an interlock) is met or exists. To this end, the apparatus 500 comprises an interlock switch 510 operatively connected to the first driver 508 and to a first switch 509. The interlock switch may connect the first driver 508 to a first switch 509. The interlock switch may comprise an electrical switch. In the closed state, the interlock switch 510 is configured to connect the first driver 508 to the first switch 509, and in the open state the interlock switch 510 is configured to isolate (e.g., not connect) the first driver 508 from the controller 501. Thus, when an interlock condition exists, the first driver may only drive the first switch to its second configuration, thereby placing the device in the second (remote) mode. Interlock switch 510 is configured to move from its on state to its off state only when an interlock condition (or condition) exists. The apparatus includes a prerequisite signal module 513 configured to determine whether the vehicle satisfies at least one prerequisite. Prerequisite signal module 513 is further configured to drive interlock switch 510 from its open state to its closed state when the vehicle has satisfied at least one prerequisite. In this way, interlock switch 510 may only be closed (connecting the first driver to the first switch) when a prerequisite (as determined by module 513) exists.

The prerequisite may be at least one of: at least partially depressing a clutch pedal, locking a cabin of the vehicle, activating a hand brake of the vehicle, releasing a throttle of the vehicle, and at least partially depressing a brake pedal of the vehicle.

Thus, when the vehicular device is operating in its first mode, the ability of the vehicular device to be placed in its second operable mode may depend on whether the vehicle meets at least one prerequisite, since unless that condition is met, the first driver cannot close the first switch to place the device in its second mode. If the vehicle has not met at least one prerequisite, the prerequisite signal module does not send a signal to interlock switch 510 and interlock switch 510 remains in its open state, thereby isolating first driver 508 from controller 501. This prevents the user from placing the vehicular apparatus 500 in its second operable mode without at least one prerequisite being met.

FIG. 6 shows another example vehicle apparatus 600. The example further includes an ignition pot 619 into which the vehicle key 617 can be inserted and turned to a number of predetermined positions. As shown in fig. 6, the controller is energized when the vehicle key 617 is placed in the ignition cylinder 619 and turned to a predetermined position. In other words, inserting the vehicle key 617 into the ignition cylinder 619 and turning the key to a predetermined position, causes power (e.g., 12V) to be supplied to the controller 601, which may then energize the first key reader 603, etc. and may begin the verification and engine start process as described above.

The first actuator 608 may be configured to move the first switch to its second configuration only when power is supplied to the controller (e.g. in the ignition cylinder by means of a key as described above) and/or when the engine is running (e.g. has been started by the ECU). Also, when these conditions are met, the device may be put into its second mode by the first driver. Further, the first driver may supply power to the controller, for example configured to connect the controller to the power source when the switch is in its second configuration. In this way, there is a secondary power source to the controller and/or ECU-separate from the key at the predetermined location in the ignition barrel-so that the controller/ECU continues to power the engine when the device is in its second mode (see line 699). Also, in this mode, the engine may be stopped (e.g., by driving the driver) when the user is away from the vehicle. Thus, this mode of operation may be considered a remote start/stop mode.

FIG. 7 shows another example vehicle device 700 operating in its second mode (the vehicle device 700 may include any of the vehicle devices 100 and 600 above). This embodiment further includes a second switch 727, a second driver 729, a signal generator 732, a third driver 734, and it is also expressly depicted that the auxiliary device 720 of the vehicle further includes a load 724 provided by the primary power source (e.g., engine) of the vehicle. In other words, the auxiliary devices 720 may be occupied by a user to perform work, and the user may need to remotely access the engine 725, again without entering the main compartment of the vehicle. Thus, the user may have placed the device in the second mode as described above. The second key reader 704 is adjacent the accessory 720 and thus the second mode of operation is a mode in which the controller is configured to cause the ECU to enable the engine upon receipt of an authentic signal from a vehicle key by the second key reader 704. Since the second key reader 704 and the third drive 734, etc. are remote from the vehicle, the engine will be started remotely, allowing, for example, the auxiliary equipment 720 to be lowered. This function will now be described.

Initially, the engine 725 is deactivated, the user of the vehicle has placed the vehicle equipment in the second mode, and when the auxiliary equipment 720 is in the proper configuration (e.g., at the proper height), the user may wish to start the engine so that they can use the power of the engine to reuse the auxiliary equipment. In the second mode, the controller is configured to receive signals from the second key reader 704. However, to energize the second key reader 704, power needs to be supplied to the controller because in the initial configuration, the controller and engine are in an off, unpowered state because the user is always working. The second driver 729 is configured to operate the second switch 727 when a condition is satisfied in order to prevent a user from powering the controller to start the engine (after receipt of the confidence signal) until the condition is satisfied. In this example, the condition is that the engine receives a signal to "mimic" or describe that the vehicle's clutch pedal is at least partially depressed and that the condition exists because many engines have been overridden so that the engine will not start unless the clutch pedal is at least partially depressed. The third driver 734 is configured to connect or isolate the second driver 729 and the second switch 727. The third driver 734 is configured to provide a signal to the engine that mimics at least a partial depression of the clutch pedal, and is further configured to connect the second driver 724 to the second switch 727. More specifically, in addition to the third driver connecting the second driver and the second switch, driving the third driver 734 causes the signal generator 732 to generate and send a signal to the motor as described above. In this way, the user actuates the third actuator to override the motor interlock that will connect the second actuator to the second switch. Also, the user may actuate a second actuator that will cause the controller to be energized (e.g., powered). The controller 701 may then energize the second key reader 704 so that a key verification process (as discussed above) may occur when the vehicle key 717 is brought into proximity to the electromagnetic field generated by the second key reader 704. The user is thus able to start the engine remotely.

The vehicle key may have a second predetermined position disposed within or proximate to a control panel of the auxiliary device 720 (not shown). The second driver 729 can include a low voltage power source such as a 12V battery. The second driver may be disposed within the vehicle. Third drive 734 may be a physical button or switch operable by a user (e.g., depressible, or automatically controllable (e.g., automatic) from an auxiliary device, etc.). Alternatively, the driver may facilitate user access through a graphical user interface of the vehicle, a voice command system, by virtue of an application installed on a mobile computing device (e.g., a smartphone), or any other suitable device. The third driver 734 may be disposed within a control panel of the auxiliary device 720. The signal 731 generated by the signal generator 732 may represent that the clutch of the vehicle is at least partially depressed. The signal generated by the signal generator 732 may comprise a PWM (pulse width modulation) signal to represent that the clutch of the vehicle is at least partially depressed.

In some examples, the send signal (e.g., PWM signal) is an output that simulates the clutch pedal being depressed when all system interlock requirements are met. The interlocks that may be required to be present may include ground and a 12V signal in series through a specific relay. Thus, starting the engine in the remote mode by the second key reader may not be possible until the PWM signal has replicated that the clutch pedal is at least partially depressed and there is an interlock, including power (e.g., a 12V signal) being supplied to the controller.

In an example, while continuing to refer to the previous figures, the signal received from the first key reader to verify proper AND the at least one interlock condition satisfied may be input to an AND gate (AND gate) that may be configured to allow the controller to start the engine when the inputs are satisfied (see fig. 5). Also (with reference to fig. 7) the PWM signal sent to the engine and the 12V power supply to the controller (and the signal received from the second key reader for verification) may each be an input to an and gate which may be configured to allow the controller to start the engine when these conditions are met.

Fig. 8 shows an example method 800, which method 800 may include or be performed by any of the vehicle devices as described above, or which method 800 may include a method of operating any of the vehicle devices as described above. At block 802, the method includes operating, e.g., by a controller or processor, a device in a first mode (the device including a controller configured to drive an engine control unit upon receiving an authentic signal), in which the controller is configured to receive a signal from a first key reader (e.g., a first coil). At block 804, the method includes receiving a signal from a first key reader, for example, at a controller or processor. At block 806, the method includes verifying, e.g., by a controller or processor, the signal received from the first key reader and driving, by the controller or processor, the engine control unit. At block 808, the method includes operating, by the controller or processor for example, the device in a second mode in which the controller is configured to receive a signal from a second key reader. At block 810, the method includes receiving a signal from a second key reader, for example, at a controller or processor. At block 812, the method includes verifying, e.g., at the controller or processor, the signal received from the second key reader. At block 814, the method includes driving, by the controller or processor, the engine control unit. The method may include a method of remotely powering a vehicle, such as remotely starting and/or stopping a vehicle engine.

The method 800 may further include energizing the first key reader (e.g., by a controller or processor), generating an electromagnetic field at the first key reader, placing the vehicle key in the electromagnetic field, transmitting a signal from the vehicle key to the first key reader (e.g., by a transponder of the key), transmitting a signal from the first key reader to the controller, validating, by the controller, the signal received from the first key reader, and driving, by the controller, the engine control unit (e.g., when the device is in its first mode).

The method 800 may further include energizing (e.g., by a controller or processor) the second key reader (e.g., when the device is in its second mode), generating an electromagnetic field at the second key reader, placing the vehicle key in the electromagnetic field, transmitting a signal from the vehicle key to the second key reader (e.g., by a transponder of the key), transmitting a signal from the second key reader to the controller, validating, by the controller, the signal received from the second key reader, and driving, by the controller, the engine control unit.

Block 802 may include actuating a first switch to a first configuration to electromagnetically connect a controller to a first key reader. Block 808 of the method may include actuating the first switch to a second configuration to electromagnetically connect the controller to the second key reader. The first switch may be as discussed above. Block 808 may include determining whether at least one prerequisite is met, and if it is determined that one of the at least one prerequisite is met, block 808 may include actuating the first switch to a second configuration to electromagnetically connect the controller to the second key reader.

As mentioned above, the prerequisites include at least one of the following: at least partially depressing a clutch pedal, locking a cabin of the vehicle, activating a hand brake of the vehicle, releasing a throttle of the vehicle, and at least partially depressing a brake pedal of the vehicle.

In some examples, the interlock switch electromagnetically connects the switch driver to the first switch when the interlock switch is in the closed state, and the method may include closing the interlock switch to electromagnetically connect the switch driver and electromagnetically connect the switch driver to the first switch when one of the at least one aforementioned prerequisite is satisfied, so that the switch driver may drive the first switch to the second configuration.

The method may include operating the device in a first mode, placing the vehicle key in an ignition cylinder of the vehicle, transferring the vehicle key to a predetermined position in the ignition cylinder, receiving an authentic signal at a controller from a first key reader, causing power to be supplied to an engine control unit to run the engine. The method may include operating the device in a second mode, removing the vehicle key from the ignition cylinder, and continuing to supply power to the engine control unit to run the engine while operating the device in the second mode.

The method may further include receiving a signal at the engine indicating that a clutch pedal of the vehicle is at least partially depressed when the engine is in the off state and the device is in the second mode, and causing power to be supplied to the engine control unit upon receipt of the trusted signal from the second key reader to operate the engine when the device is in the second mode to remotely start the engine.

It will be appreciated by persons skilled in the art that although the invention has been described by way of example with reference to one or more arrangements, the invention is not limited to the arrangements disclosed and alternative arrangements may be constructed without departing from the scope of the invention as defined by the appended claims.

With respect to the programs, systems, methods, etc., described herein, it will be understood that, although the steps of the programs, etc., have been described as occurring according to a certain ordered sequence, the programs can be practiced with the steps described as performed in an order different than the order described herein. It should further be understood that certain steps can be performed simultaneously, that other steps can be added, or that certain steps described herein can be omitted. In other words, the description of the procedures herein is intended to be provided for the purpose of describing certain embodiments and should not be construed as limiting the claims in any way.

Accordingly, it is to be understood that the above description is intended to be illustrative, and not restrictive. Many embodiments and applications other than the examples provided will be apparent from reading the above description. The scope of protection should be determined, not with reference to the above description, but should instead be determined with reference to the appended claims, along with the full scope of equivalents to which such claims are entitled. It is anticipated and intended that future developments will occur in the arts discussed herein, and that the disclosed systems and methods will be incorporated into such future embodiments. In sum, it should be understood that the application can be modified and varied.

All terms used in the claims are intended to be given their ordinary meaning as understood by those skilled in the art unless an explicit indication to the contrary is made herein. In particular, use of the singular articles such as "a," "an," "the," etc. should be read to describe one or more of the indicated elements unless the claims recite an explicit limitation to the contrary.