Smart Automotive Keyless Entry - An Application of Advanced Digital Communications Signal Processing

Smart Automotive Keyless Entry...
Smart Automotive Keyless Entry An Application of Advanced Digital Communications Signal Processing
John R. Duquette and David L. Juzswik
TRW Automotive Electronics
Gerald R. Fischer
TRW Space & Electronics Group
Barry Dunbridge
TRW Center for Automotive Technology
More than 60% of the owners of new automobiles in North America use a convenient little wireless push-button device to open their car doors or trunks. This one-way device, manufactured and sold in large volume by TRW, is now being improved to become a Smart Automotive Keyless Entry appliance. It will be similar in shape to existing keychain fobs (or to the European-style transmitter in key), but it will have much greater performance with its two-way interactive verification features. The improvements will extend its value both for automotive applications and for other application domains related to wireless universal access and transactions. Examples include home/office entry, automatic teller machine (ATM) authorizations, and electronic road tolling. Digital communications signal processing and 0.25- to 0.5- mixed-signal silicon application-specific integrated circuits (ASICs) are the enabling technologies that make this product enhancement possible. TRW engineers have adapted basic concepts from previous satellite coherent digital receivers to achieve an inexpensive yet greatly enhanced pocket wireless command system for car owners to discover and enjoy. The new two-way Remote Keyless Entry (RKE) device has a range of more than 100 meters to allow new types of vehicle command messages, such as initiating the environmental controls in your car via a remote start from your home or helping you find your vehicle in that expansive parking lot via a horn chirp. In addition, reverse link messaging (from car to your key fob), will now permit verification of forward link secure (encrypted) command executions (for example, door locked), as well as report back selected vehicle information (for example, burglar intrusion, vehicle maintenance status/alarms). The new key fob will retain the familiar no-hassle qualities of long battery life, durability, and small size, and will add helpful new feedback mechanisms such as a small liquid crystal display (LCD) and beeper. This inexpensive two-way technology is potentially useful in other entry and application domains. Multiple personal wireless communications and control functions may converge into a simple piece of real estate you already carry in your pocket.
Technology Review Journal Millennium Issue Fall/Winter 2000
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Introduction
Remote Keyless Entry for original-equipment-manufacturer (OEM) vehicles started in the early 1980s, utilizing infrared technology, much like the remote control devices currently used for the common VCR and television. This technology lacked robustness in that it was very directional (it required consumers to point transmitters at their receivers); it was susceptible to window transmission contamination such as dirt, window tinting, and snow; and it had a relatively short battery life due to the high pulse currents required for the infrared transmitting diodes. Initial radio frequency (RF) RKE systems (Figure 1) were one-way amplitude modulated (AM) systems utilizing hand-tuned oscillators in the transmitters and hand-tuned super regenerative receivers mounted in the vehicle. This tuned transmitter and receiver approach facilitated a very-low-cost system as demanded by the automotive market for high volume, but it has not met the quality requirements that have continually increased as the automotive industry has developed. Quality has been enhanced by replacement of the hand-tuned oscillators with a surface acousticwave (SAW) stabilized oscillator in the transmitter and a crystal-controlled super heterodyne receiver in the vehicle (Figure 2). This is the basis of most RKE systems currently employed.
VCC VCC VBATT Antenna Logic LC
C SAW 315 MHz R
Figure 1. Standard RKE Transmitter Schematic Today, most consumers who have already used an automotive remote entry device would not imagine giving up that option on their next vehicles, just as they would not surrender the remotes that come with their televisions. It is a convenience feature that is used often and would definitely be missed if absent. Combine that basic value with personal safety enhancements such as optionally unlocking only the drivers door, and a panic button, and it becomes apparent that this product family will flourish as technologically educated consumers demand more functions. Market analysis has indicated that the RKE consumer has needs similar to consumers in the computer market: they want more functionality, control, and feedback, yet they also want simpler operation. Consumers, for example, often question themselves after leaving the vehicle as to whether the vehicle is locked, and want some easy way to check without
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SAW/Ant Match RF In
SAW/RF Preselector
Low/Noise Amplifier Amplifier
Synthesized Local Oscillator LNA Output Matching UHF Mixer
XTAL Reference
IF Filter
IF Amplifier Amplifier
Log Amp RSSI
Data Filter
Data Slicer
*ASK
Demod
RF Data RSSI Info
* Data slicer is FSK for the

Japanese applications Standby Power Control Control
RF Enable
Figure 2. Superheterodyne RKE Receiver returning to the vehicle. In another example, consumers want to know that their vehicle is safe to approach, and is not hiding an intruder. These requirements translate into a need for a twoway communication system (transceiver), to obtain status information from the vehicle. In addition, the consumer wants very long range (>100 meters) for some functions such as remote start and vehicle location, yet short range for trunk opening (to avoid inadvertent openings). This requires a very high sensitivity system, in which transmit power (and range) can be controlled. These needs were the basis for TRWs RKE two-way technology development. Giving the customer more control, yet simpler operation, is the focus of a new automotive industry development, called Keyless Vehicle, where the vehicle will interrogate the key fob (in the customers purse, pocket, briefcase, and so forth) and act upon a triggering event (touch, switch, or similar trigger). No longer will a mother whose arms are full of children or goods have to struggle to find her keys or key fob to enter the car. The consumer will simply lift the handle and the door will unlock and open, as if by magic, yet with very high security. Similarly, a start button will replace the traditional ignition key cylinder. In fact, the only time a hidden key in the key fob would need to be used for entry is if the vehicle battery was discharged. The basis for this technology is the combined use of low-frequency magnetic communication and ultrahigh frequency (UHF) radio communication. The two-way RKE technology includes an additional advantage unique to TRW in that it has the capability to change the RF communication link frequency in order to provide an ultra-robust secure system for the consumer (patent pending). Of course, the traditional control features of the existing RKE system will still be available to the consumer, if such operation is desired. Furthermore, consumers will be unaware of the advanced technology powering the new RKE system. They will simply appreciate a system that is reliable, convenient, and that gives them more control at a greater distance.
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Why Now for Two-Way RKE?

RKE systems are riding the technology wave of Moores law that is often paraphrased as semiconductor circuit density doubles every 18 to 24 months. As semiconductor technologies mature, RKE systems are able to achieve more functionality at reduced cost. Semiconductor feature size continues to shrink. Cutting-edge 1.0- designs of only a few years ago now dwarf circuits designed in 0.35- technologies. As the feature size shrinks, so does the area of the silicon die, resulting in a lower piece price. Smaller features also allow operation at lower voltages, extending the lifetime of battery-powered devices. Increased functionality is another benefit of the improving silicon technologies. Only a few years ago, RF circuitry and digital circuitry required at least two integrated circuits to keep circuits from interfering with each other. Todays mixed-signal technologies allow RF circuitry and digital circuitry to reside within the same integrated circuit. By carefully designing the circuit to mitigate the interference paths within the integrated circuit, an entire system can reside within one package. This helps to reduce the parts cost and reduces the required printed circuit board area.
New Features What Are the OEMs Looking For?

This increase in functionality allows TRW to implement new features that the automotive OEM customers are looking for. Two-way communication and long-range operation are two such features. Two-Way Communication. Communication from the user to the vehicle and from the vehicle back to the user (two-way) provides valuable feedback to the user. When a user presses the button to lock the vehicle, the key fob and the user will know that the vehicle is locked properly. Of course, with todays hectic schedules, users may not remember if they even pressed the button. Two-way communication allows users to recall the last status of their vehicles, even when they are miles from their vehicles. Advanced features such as remote starting also benefit from this feature, as it often will not be possible for a vehicle owner to determine if the vehicle is actually running by looking out a window from his/her home. Thus, owners will know the status of their vehicles without having them in sight. Longer Range. For many years, OEMs have requested longer ranges for their RKE systems. Features such as remote starting or vehicle locator (horn chirp) only make sense with a longer operating range. RKE systems typically experience nulls in the operating range as a key fob is rotated around a vehicle. These nulls, caused by multipath effects and other interference, can cause a 10-m system to degrade to 2-m performance in some locations. This is very discomforting to the consumer. One of the major benefits of long-range communication is that the nulls, which to some extent are unavoidable, are at least less noticeable to the enduser.
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Technology
Bandwidth/Data Rate and Their Effects on Range. RKE systems have always been in a Catch-22 situation regarding performance. Customers demand long-range operation, while requiring fast response times. Fast response times require a high data rate. A high data rate requires a wide bandwidth on the transmitted signal to send the data. A wide bandwidth allows more noise to corrupt the received signal and thus limits the range. To obtain more range, one either needs a smaller bandwidth (that means a slow data rate), a better communication technique that can perform in the presence of increased noise, or better interference rejection so that a transmission is less likely to be corrupted. TRW has a solution that uses all three of these strategies. Binary-Phase-Shift-Keying (BPSK) for Long-Range, Low Signal-to-Noise Ratio (SNR) Performance. Most existing RKE systems use amplitude-shift-keying modulation (ASK a digital descendent of amplitude modulation, or AM) to transmit data from the key fob to the vehicle. Typically, ASK was the most cost-effective solution. Unfortunately, the performance of any ASK system degrades rapidly when the signal level is not much stronger than the electrical background noise (low SNR conditions). Typical systems require a bit-error-rate (BER) of less than 0.001. This means that, statistically, less than one out of every one thousand bits is corrupted. To achieve a BER of 0.001 for an ASK communication channel, the SNR must be greater than 13 dB, meaning a signal must be more than four times larger than the noise. Frequency-shift-keying (FSK) and phase-shift-keying (PSK) techniques can achieve the required BER at a lower SNR than ASK. FSK and PSK modulation rely on sending information via frequency and phase changes, respectively, and ignoring changes in amplitude. These are more robust means of communication because environmental effects can easily degrade radio signal amplitudes, while their frequency and phase are unaffected. Among the many types of FSK and PSK in common usage, BPSK is both simple and effective, with a BER of 0.001 at a SNR as low as 7 dB. For a successful BPSK channel, both the frequency and the phase of the signal must be controlled closely. This requires more elaborate communication hardware (which is, fortunately, available in an ASIC) and enables two additional previously unattainable features. First, with the frequency very tightly controlled, the receiver bandwidth can be narrowed without losing the signal. This improves the communication range, or distance. Second, the precise control of the frequency allows the RKE system to work on multiple channels, so a system can hop to a new frequency if there is strong interference on the present channel. Dual Data Rate System for Both Speed and Range. As stated previously, a fast response time and long range are two conflicting requirements. For a fast response you need a high data rate (and therefore wide bandwidth), and that lets more noise into the channel, thus reducing the range. For long range, you need a narrow bandwidth to keep out the noise. The narrow bandwidth limits the data rate and thus slows the response time. For both long range and fast response time, you need a dynamic system that can accommodate both. TRWs radiofrequency unit/digital-microcontroller unit (RFU/DMU) ASIC communication channel accomplishes this under software control.
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Fortunately, a fast response time is frequently not needed at the same time that long range is needed. Fast response time is required when a user is near his/her vehicle and a delay in the actuation of a function, such as a door unlock command, would be noticeable and inconvenient. When a user is far from his/her vehicle, however, the commands usually do not have the same degree of split-second urgency. A user may be checking the vehicles status to make sure it is locked, or closing the windows (equipped with anti-trap technology, of course) because it is starting to rain. Because of the reduced urgency, a slower data rate is acceptable. This allows a narrower bandwidth communication channel to be used for increased range. The TRW system accommodates both requirements of fast response (at short range) and long-range operation by creating a programmable communication channel. A 10-Kbps data rate is used for commands requiring a fast response, and long-range communication is supported with a 1.0-Kbps data rate. The system can accommodate other rates and response times via software changes. Architecture. TRWs RFU/DMU communication channel takes advantage of cutting-edge communication technology to achieve improved performance. Modern silicon processing allows this technology to be implemented very cost-effectively in an ASIC. The present system uses two ASICs the RFU and the DMU. The RFU ASIC (Figure 3) was developed using 0.8- binary complementary metal-oxide semiconductor (Bi-CMOS) technology. It contains the RF transmitter, RF receiver, and the first stage of the digital receiver electronics.
RF/IF Section LPF and DC Block 400 MHz I/Q LPF VCO 400 MHz 1/N LPF LPF and DC Block D/A Phase Data Q LPF/ Integrator A/D D/A
I
Phase Data I
/1 /4
XO SP Interface
I/Q T/R
1/M
/4 /1
A/D LPF/ Integrator
Figure 3. RFU ASIC Block Diagram The DMU ASIC (Figure 4) was developed using 0.35- CMOS technology. It contains a digital receiver and a 12-mips (million instructions per second) micro-controller used to implement the user interface in the key fob or the application interface in the vehicle.
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RF Interface
Data Filter Wakeup Logic
Snapshot Memory
12 Mips CPU Core
Peripheral Interface
Figure 4. DMU ASIC Block Diagram TRWs innovative approach to RKE using the RFU and DMU ASICs, improves both transmitter performance and receiver performance. By improving both ends of the transceiver circuit, the TRW transceiver achieves major performance improvements at cost-competitive pricing. Transmitter: Fractional-N Transmitter for Tight Frequency Control. Typically, the frequency of an RF communication channel is set by a quartz crystal oscillator, and a frequency multiplier that multiplies the crystal frequency to produce the final channel frequency. The crystal is an electromechanical device with manufacturing tolerances (process variations) and drift (temperature and voltage effects) that must be taken into account in the communication system. Unless these errors can be calibrated out, the impact is a system with wider receiver bandwidth (wider than necessary for the data rate) in order to pass the signal, because of the frequency uncertainty caused by the crystal. TRWs RFU/DMU communication channel uses a special Fractional-N frequency multiplier (Frac-N) to produce the frequency of the communication channel. The Frac-N multiplier can select the communication channel frequency with 25-Hz resolution. This has two benefits. First, each individual crystals tolerance is calibrated out at the factory, allowing the channel bandwidth to be reduced, for improved range performance. Second, the system can communicate over multiple channels simply by reprogramming the multiplier factor. If one channel is experiencing strong interference, the adaptive software programmed into the DMU ASIC will select another channel with less interference. Digital Receiver. The heart of the TRW receiver is a digital receiver. While a received signal is initially processed using RF circuitry, it is digitized (converted from an analog into a digital signal) so that both the signal and the noise are quantified. This digitization step allows further digital signal processing techniques (or filtering) to pull the signal out of the noise for improved sensitivity. Two key features of the TRW receiver are the use of a single-bit, analog-to-digital (A/D) conversion and digital processing of the intermediate frequency (IF) signal. Single-Bit A/D. The digitization process starts in the RFU ASIC where the IF signal from the output of the RF mixer is filtered and then sampled by a set of single-bit comparators. One comparator samples an in-phase signal path and the other comparator samples a quadrature signal path (90 degrees out of phase). The TRW receiver can reproduce the desirable performance features of a traditional superheterodyne receiver, with substantially fewer
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stages and components, by performing digital signal processing operations on the data from these 1-bit A/Ds. After digitizing the I and Q channels, the RFU ASIC transmits the data to the DMU ASIC via a very-low-electromagnetic interference multiplexed differential communication channel (patent pending). Digital IF Processing. Once the data is received by the DMU, the first step in processing the data is to down-convert the digital IF signal to baseband, using a digital mixer and a digital local oscillator signal. At this point the power and programmability of digital signal processing is available. Now, all of the data that was sampled at a rate fast enough to collect the IF signal is available as baseband data. This means that the signal is now highly oversampled, allowing digital filtering to reduce the noise (by reducing the digital bandwidth after sampling). Through the use of sophisticated digital signal processing techniques, the TRW transceiver converts this single-bit oversampled data into a stream of multiple-bit data points for subsequent decoding and interpretation.
RKE Functionality
An RKE receiver has two main functions. First, a wakeup circuit must detect when a valid signal first arrives. This allows the rest of the receiver to remain in a low current consumption quiescent state most of the time. Second, the receiver must be able to demodulate the received signal to recover the transmitted data. Through the use of digital signal processing, the TRW receiver excels in both of these areas. Digital Wakeup Circuitry. The TRW transceiver uses a digital wakeup circuit that allows the receiver to detect valid signals in very noisy (low SNR) conditions. The use of digital filtering allows the wakeup bandwidth to be reduced to a bandwidth even narrower than that of the transmitted data, in order to maximize the probability of detection and minimize false alarms. This also allows the wakeup circuitry to detect valid transmissions even when the SNR is so low that the received data is corrupted. Although this may not sound useful at first, it allows the transceiver to recognize when a transmission has failed on the present channel, resulting in an interactive process that optimizes the communication channel, a feature that is impossible with a conventional one-way RKE communication channel. Digital Filtering for Adaptive Response. The digital receiver in the DMU ASIC provides much of the capability for this system. Digital mixing and digital filtering techniques are used to optimize the communication channel for every communication. The digital mixer removes any frequency drift from within a message. By selecting the 10-Kbps filter for fast data transmission or the 1-Kbps filter for long-range communication, the software provides maximum functionality for an RKE system. Sophisticated algorithms executed by the 12-mips microcontroller can extract the data from very weak signals.
Future Two-Way RKE Applications

Supporting existing RKE functionality is just the beginning for this state-of-the-art chipset. The extended range performance with feedback opens a world of applications that are only beginning to be addressed.
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Home Access. One example is control of garage door openers and entry door locks. Existing systems support this application, but without feedback, and are really only useful for unlocking doors. With the TRW transceiver, an operator can check the status of the doors to make sure they are locked. Remote Starting. Remote vehicle starting is another application for the TRW transceiver. With its long-range performance, an operator can start his/her car from across a parking lot. Feedback will let operators know their cars did start. Furthermore, the status from a thermometer (for example), can be fed back to users, letting them know when their vehicle interiors have attained comfortable temperatures.
Summary
As wireless communication technology becomes more mainstream, the automotive industry is asking, What can be done with modern communication and computer technology to make consumers love their vehicles even more than they do already, ... what is next? Many areas of the vehicle are open to innovation. Suspension and drive train control systems, and user features such as television and hands-free operation of accessories, are only a few. As one answer to that challenge, TRW will soon advance and alter the familiar paradigm for RKE in the automotive realm. As worldwide consumers and drivers have learned to use and love RKE for its ease of use, TRW will take RKE functionality to the next level. This new paradigm can be called by many names for example, SAKE (Smart Automotive Keyless Entry) or SPACES (Smart Personal Access and Command Electronic System). To achieve this change, TRW is bringing its Space Communication technology and telecommunications/wireless ingenuity to the automobile, and there will not even be a monthly service charge such as for cellular phones and pagers. Instead the SPACES product would be completely owned by and dedicated to the consumers personal use, for entering and commanding his/her car and more. It can be likened to a personal near-range two-way pager it will be sophisticated and capable, yet inexpensive, free of service fees and battery maintenance, and very small truly easy on the pocket. Undoubtedly it can play a role in application realms far beyond the automotive.
John R. Duquette is a Staff Engineer with TRW Automotive Electronics in Farmington Hills, Michigan. Currently, he is developing advanced automotive security systems. He holds a Bachelor of Science degree in Electrical and Computer Engineering from the GMI Engineering and Management Institute and is pursuing a Master of Science degree in Electrical Engineering at the University of Michigan. E-mail: John.Duquette@trw.com
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David L. Juzswik is a Chief Engineer and an Automotive Engineering Fellow with TRW Automotive Electronics. Currently, he is leading the development of advanced automotive security products. He holds a Master of Science degree in Electrical Engineering from the University of Michigan. E-mail: David.Juzswik@trw.com
Gerald R. Fischer is a Senior Staff Engineer with TRW Space & Electronics Group in the Digital Products Center. Currently, he is providing technical guidance on a variety of digital communication projects. He holds a Bachelor of Science degree in Electrical Engineering from the University of Colorado. E-mail: Gerald.Fischer@trw.com
Barry Dunbridge is currently the Director of Electronics Technology at the TRW Center for Automotive Technology (CAT) at Redondo Beach, California. CAT is an organization that originates and transfers technology and product ideas from the TRW aerospace groups for application to TRW automotive systems and product areas. He is involved with supporting TRW automotive safety, security, and convenience product areas. Over the past 25 years, he has been responsible for TRW electronics technology strategy and development, especially for microelectronics, including silicon, GaAs, and hybrid semiconductor integrated circuits. He holds a Master of Science degree in Electrical Engineering from Columbia University, and a PhD in Electrical Engineering from the University of Southern California. E-mail: Barry.Dunbridge@trw.com
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Smart Automotive Keyless Entry - An Application of Advanced Digital Communications Signal Processing

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Technology Review Journal Millennium Issue Fall/Winter 2000