System for automatically moving access barriers and methods for using the same

TECHNICAL FIELD

In general, the present invention is related to access barrier control systems such as center systems! garage door, for application to the closing element, moving relative to the fixed element, and with the methods of their programming and use. More specifically, the present invention is related to proximity devices such as transponders and / or global positioning system (called GPS - Global Positioning System), for determining the position of a transport device, such as a car, and for influencing the opening and closing of the access barrier, depending on the relative position of the transport device and the access barrier.

TECHNICAL STATE

Garage doors, equipped with a motor to ensure the movement of opening and closing the door, are a well-known element of the structure of a house or building. The motors can be coupled with other types of barriers, such as gates, windows, retractable overhangs and the like. A control panel is used to control the motor and its functions relative to the door. The control panel receives input control signals - to open and close the door - from the wireless remote control, from the connected cable of the station on the wall, from a keyless entry device or other similar device. Obstacle detection devices are also connected to the control panel for safety, so that the control panel can take corrective action to protect the motor from blocking on the obstacle.

Remote control transmitters operating at radio frequencies or infrared are known, stimulating the motor and moving the door in the desired direction, thereby facilitating the movement of the garage door or the movable barrier between the extreme positions. These remote control devices allow users to open and close garage doors without getting out of the car. These remote control devices can also be equipped with additional utility features such as the ability to control multiple doors, door lights, and other safety features. It is well known in the art that remote control devices and control panels can be equipped with encrypted codes, changed in each cycle of operation, making it almost impossible to "intercept" the code and use it later, for illegal purposes. The cycle of operation may include opening and closing the barrier, switching on and off the light connected to the control panel and so on.

Although remote control transmitters and similar devices are comfortable and work well, it happens that remote control transmitters are lost, damaged or damaged. In particular, the switch mechanism in the remote control device wears out over time and requires replacement. In addition, the use of remote control transmitting devices requires the use of batteries, which also need to be replaced after some time. And although it is much easier to activate the remote control transmitter than get out of the car and manually open the door or barrier, there is a perception that the transmitters and associated systems can be further refined to allow hands-free use. Although there are systems using transponders for this purpose, these systems require the user to place an access card or similar device in the immediate vicinity of the reader. Like remote control transmitters, access cards can be

EP 1 709 276 lost or damaged. Another disadvantage of such access cards is the inability to implement programmable functions that could be used in various control panel systems, they are therefore not comfortable enough.

In another type of hands-free systems, a transponder carried in the car is used, which communicates with the control panel. The control panel periodically sends signals to the transponder and if the control panel does not receive the signal, it issues the command to close the door. Unfortunately, door closing can be initiated when the user is out of sight. This can lead to security problems because, despite convincing the user to close the door, an obstacle may cause them to remain open, thereby allowing unauthorized access.

Accordingly, there is a need in the art for a system that moves access barriers automatically depending on the direction of travel of the proximity device transporting device.

In US-B1-6271765 on which the preamble of claim 1 is based, a control panel system for automatically controlling access barriers is disclosed, comprising: a controller associated with at least one access barrier; at least one beacon transmitter transceiver associated with the controller for transmitting and receiving control signals; at least one proximity device associated with the transporting device, wherein the at least one proximity device includes a processor and a transponder communicating with the controller via a transceiver, and the transponder and the transceiver are transmitting operational signals based on the location of the proximity device relative to the transceiver navigation device in which the controller is programmed to identify the proximity device.

Other automatic barrier closing systems are disclosed in EP-A-1176392, US-A5903226 and US 2003/0043021.

In a first approach, the object of the invention is to provide a control panel system for automatic control of access barriers, comprising: a controller associated with at least one access barrier, at least one navigation transceiver associated with the controller, for transmitting and receiving operational signals, and at least one proximity device associated with the device transporting. This at least one proximity device includes a processor and a transponder in communication with the controller via a transceiver, and the transponder and the beacon transceiver send operational signals to each other, depending on the location of the proximity device relative to the beacon transceiver. The controller is programmable to identify the proximity device. The beacon transceiver is configured to periodically send a beacon having at least two signal strength levels. Each signal strength level has an effective range. The signal at each power level is sent in a specific order to determine the position of the transponder. The controller is configured to monitor the number of operational signals returned by the transponder at at least two power levels and changes the signal power level based on the number of operational signals returned to control the position of the access barrier, depending on the change of said position condition and the position of the access barrier.

The present invention further provides a method for automatically controlling operation of an access barrier, comprising providing a control panel system according to the invention, monitoring by the transceiver of the number of proximity signals returned by the proximity device, changing

EP 1 709 276 by a signal power level controller based on this number of proximity signals returned, and the barrier moving in at least one direction in response to a change in beacon power level.

The subject of the invention will be discussed in the embodiments, in which Fig. 1 is a perspective view of a split garage door and operating mechanism embodying the concept of the present invention. Fig. 2 is a block diagram of the control panel system according to the present invention. Fig. 3 is a block diagram illustrating various the position of the transporting device relative to the barrier equipped with the control panel system according to the present invention, Fig. 4 is a flowchart illustrating programming of a proximity device according to the present invention, Figs. 5A and 5B are a flowchart illustrating the use of a control panel system with a proximity device according to the present invention, Fig. 6 AD is a flowchart illustrating the programming and use of a control panel system with a proximity device in an alternative embodiment embodiments of the invention, 7 is a block diagram of different positions of the transporting device relative to at least one access barrier on a two-way passage equipped with a control panel system according to the present invention, Fig. 8 is a flowchart illustrating the use of a switchboard system and a proximity device in a system without a controlled flow of traffic, Fig. 9 is a flowchart illustrating programming of the proximity device with GPS by the control panel, while Fig. 10A and 10B are flowcharts illustrating the use of a GPS proximity device with the exchange system according to the invention.

A system, such as a garage door control system, encompassing the concepts of the present invention has been designated in Figure 1 by 10. Although this discussion particularly relates to access barriers such as garage doors, it is worth noting that the cognitive values ​​of the present invention may be applicable to other types barriers. The cognitive values ​​of the invention are equally predestined for use with other types of movable barriers such as panel doors, gates, windows, retractable overhangs and any devices that at least partially close or restrict access to a certain area.

System 10 is used in conjunction with traditional split garage doors, generally designated number 12. Doors 12 may or may not belong to security doors. The opening in which the door is located and relative to which it moves when closing and opening, is surrounded by a frame marked with number 14, consisting of two vertically spaced Hungarian elements marked with number 16, which as shown in Fig. 1 they are generally parallel and extend from the ground vertically upwards. The joists 16 are spaced apart and their upper ends are connected by a lintel, which results in a frame 14 with a shape similar to the letter 'U', surrounding the door opening 12. The frame 14 is usually made of wood or other building construction materials, and is reinforcing agent and facilitates the installation of door supporting and adjusting elements 12.

The L-shaped vertical members 20 are attached to the 16 members. The side 22 of each of them is attached to the 16-member, while the protruding side 24 is perpendicular to the 22 side. The L-shaped vertical elements 20 may also have different shapes, depending on from the specific door frame and garage door for which they are intended.

The counterweight system, generally designated by 30, can be used to balance the weight of garage door 12 when moving between closed and open positions.

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An example of such a counterweight system is disclosed in US Patent No. 5,419,010, which is incorporated herein by reference. Generally, the counterweight system 30 includes a control panel housing 32 attached to the lintel 18 in which the control panel housing 34 is best shown in Fig. 2. A drive shaft 36 protrudes from the control panel housing 32, its opposite ends driving rope drums 38 that are attached in the pivoting to the respective protruding sides 24. Cable drums 38 have (not shown) cables. One end of each cable is attached to the drum, and the other is attached to the bottom of the garage door 12. The counterbalance springs are supported by the shaft 36. Although a lintel-mounted switchboard is disclosed here, its control functions discussed later are also predestined for use in other types of switchboards used with movable barriers. For example, control procedures can easily be included in trolleys with a trolley, screw drive, and intermediate drive shaft, used to move garage doors and other types of barriers. The drive shaft 36 transmits the mechanical active force needed to move garage door 12 between open and close positions. In the housing 32, the drive shaft 36 is coupled to the drive gear and the drive gear is coupled to the motor in a manner well known in the art.

In short, the part of the counterweight system 30 constituting the control unit 34 can be controlled via a wireless remote control transmitter 40, equipped with a housing 41, a control wall station 42, which can communicate by radio or infrared signals or has a wired housing directly to system 30. The wall-mounted control station 42 can be equipped with additional functions not available on the remote control transmitter 40. The wall control station 42 is supported by a casing which is equipped with a number of buttons. Each of the buttons after pressing transmits a specific command to the controller initiating actions such as opening / closing the barrier, turning lights on and off and the like. The programming button 43, which can be appropriately recessed and preferably adapted to be pressed only by means of a special tool, allows programming the controller 34 to associate it with remote transmitters and, more importantly, as the further part of the description shows, with proximity devices. The system 30 can also be controlled by a keyless alphanumeric device 44, The device includes a number of keys 46 with alphanumeric designations and can be equipped with a display. Tapping a predefined key sequence 46 enables the system 30 to be activated. The devices 40, 42 and 44 provide at least the possibility of triggering the opening and closing sliding movement of the door coupled to the system 30.

The control unit 34 controls the operation of the engine and various related components. The energy source is used to power the elements in a manner well defined in this technical field. The control mechanism 34 includes a controller 52 in which: the necessary software, computer devices and mass storage devices are incorporated, for the purposes of control and operation of the control mechanism 34, and for the purposes of realizing the advantages of the present invention. Non-volatile mass storage device 54 is in electrical communication with the controller 52, intended for permanent recording of information used by the controller in connection with the operation of control panel 34. Infrared and / or radio signals generated by the transmitters 40, 42 and 44 are received by the navigation receiver or transceiver 56, which forwards the received information to the decoder in the controller. The controller 52 converts the received signals on radio frequencies or other wireless signals into a usable format. Will notice in transmitter 4

In receiver 56, a suitable antenna is used to receive and transmit the marker signal, on radio frequencies or in infrared, back to various wireless transmitters.

In a preferred embodiment, the navigational transceiver 56 is the TRF6901 model and the 52 controller is the MSP430F1232 model, both supplied by Texas Instruments. Naturally, another equivalent transceiver and controller may be used. In a preferred embodiment, the navigational transceiver is directly attached to mechanism 34 or, alternatively, the transceiver may be a stand-alone device using a 372 MHz transmitter that communicates with the controller. However, the direct connection of the controller with the transceiver ensures direct communication between them so that information about the status of the door arrives immediately. It should also be noted that the controller 52 can receive transmission signals directly from the cable, as evidenced by a direct connection to the wall station 42. A keyless device 44, which can also be wireless, is also connected to the controller 52. Any number of remote control transmitters 40a-x it can transmit a signal which is received by the controller and processed if necessary. Similarly, any number of wall stations is allowed. If the input signal is received from the remote control transmitter 40, wall station 42 or keyless device 44 and is deemed acceptable, the controller 52 generates the appropriate electrical input signals to energize the motor 60, which in turn rotates the drive shaft 36 and opens or closes the access barrier.

The proximity device transmitter 70 is included in the system 10. The proximity device 70 includes a processor 72 and may include a non-volatile mass storage device 74. The proximity device 70 may receive a transceiver signal 57 and in turn generate a proximity signal 78 or notification so as to allow communication between the 70 transmitter and the transceiver and other similar devices. It should be noted that the signals between the transceiver 56 and the transmitter of the proximity device 70 can be encoded using well known technologies. The proximity device 70 includes a mobile transceiver, also referred to as a mobile transponder 76 capable of receiving calls or queries from the calling device - which in this case is the navigation transceiver 56 - and automatically transmits the correct response in the form of proximity signal 78. At best, the transponder is part of the TRF6901 and the processor 72 is part of the MSP4301F232, both manufactured by Texas Instruments. Of course, equivalent devices can be used. The processor 72 includes hardware, software and memory necessary to receive and generate signals for carrying out the invention. The processor 72 and the memory 74 are useful for generating relevant information which is contained in the proximity signal 78 due to the fact that one proximity device can be associated with several exchanges, as well as several proximity devices can be associated with one exchange.

The proximity device transmitter 70 includes at least one acquisition button 82 that allows the proximity device to be programmed to work with the controller 52. Generally, the proximity device 70 allows hands-free access barrier operation. In other words, as will be described later, the proximity device 70 can simply be placed in the glove compartment of a car or other transporting device from where it can communicate with the controller 52 to open and close the access barrier, depending on its location proximity device 70 relative to the navigation transceiver 56. Therefore, after programming, the user does not need to press the activation key or place the transmitter in a specific place to cause the garage door to open or close as required. In case

If necessary, manual pressing of the stick 82 takes priority over normal operation of the device to allow the barrier to open and close, as well as perform other functions of the control panel system 34.

An activity sensor such as motor sensor 84 may be inserted into the proximity device 70 to indicate whether the device transporting the proximity device is on or off. Sensor 84 may be a vibration sensor detecting the engagement of the vehicle engine. Or, the sensor 84 can be connected directly to the vehicle's additional equipment, which directly provides information about its condition. This enables confirmation of the proximity device location and additional system functionality.

Although there is a perception that the use of a transponder is the most efficient way to use a proximity device, it should be noted that the transmitter of the proximity device 70 may include a global positioning system (GPS). The global positioning system 88 receives data from the satellite of the giobain positioning system 90 to send, when necessary, the precise location of the proximity device. In particular, the GPS 92 signal is generated by a satellite. The appropriate signal is supplied to the GPS 88 system and then transmitted to the processor 72 for communication with the controller 52 and using the barrier.

Additional elements that the proximity device transmitter 70 can be equipped with are the sound device 94 and the light device 96. It is envisaged that the sound device 94 and / or light device 96 may be used to provide verbal instructions / confirmations or light indications in specific situations requiring immediate attention. persons using the proximity device 70. For example, a light source can be used to provide a warning about the state of the access barrier. Sources 94 and 96 may also provide confirmation or denial of execution, programming steps, which will be discussed later. All components of the proximity 72 device transmitter. They can be powered by two AA batteries, which should have, preferably, a shelf life of not less than 2 years. Naturally, other long-life batteries can also be used in the proximity device or they can be powered directly from the energy source in the vehicle.

Light 98 is connected to controller 52 and can be programmed to turn on and off depending on the conditions in which the proximity device 70 is located and how it is associated with the controller 52. Similarly, the alarm system 100 can be activated or deactivated depending on the position of the proximity device 70 relative to the navigation transceiver 56. The system 10 also provides for the use of a detector and / or detectors 102 that can be used to confirm the fixed location of the proximity device when associated with a car or other large detectable object. The detector (s) 102 may be a ground-based loop detector supporting transporting devices such as cars, or the detector may use optical eyelets or other such sensors to confirm the presence or absence of a transporting device with a transponder. Application for the above components will be visible later in the description.

Referring to Fig. 3, there is a schematic diagram showing the relationship between the transporting device 108 carrying the proximity device, shown in different positions, and the control panel system 34. Typically, the transporting device is a car stored in a garage or other fenced area, generally designated by the number 110 The fenced off site 110 is separated from the surroundings by an access barrier 12 which is controlled by

EP 1 709 276 switchboard system 34 in the manner described above. The fenced off area is accessible from driveway 114 adjacent to 116 street or other accessible road. At least one ground loop 120 can be hidden under a fenced place, driveway or street. The ground loop in various positions is marked with alphabetical suffixes, i.e. 120a in the first position and 120b in the second position, and so on. A specialist in this field should note that the earth loop detector 102 is connected to an electronic device that converts the magnetic induction of the earth loop 120, such as when the car passes over the loop or in its immediate vicinity, into a logic signal that can be used to send the appropriate signal through detector 102 to control panel system 34. Ground loops 120 are connected to detector 102 via a direct wire or through a wireless device.

The transport device 108 can be positioned at a fenced off site 110 or anywhere along driveway 114 and street 116. Various important positions are determined by positioning the proximity device at specific locations and loading these locations into the controller. In particular, it is envisaged that the operating position 124 means that the transporting device 108 is in the immediate vicinity of the access barrier 12, but outside the fenced off area, and that it is likely then desirable to activate the barrier. The stimulation position 126, which is slightly shifted relative to position 124, means that an early communication connection must be established between the transponder 76 and the transceiver 56 to prepare for moving the barrier 12 from the open position to the closed position or from the closed position to the open position. Further than the activation position (s) there is a sleeping position 128, corresponding to the positions where the activation or any of the activation communication signals are not recognized, because the control panel system and the transponder are out of reach until the activation position is reached 126 . Specialists in this field will recognize that various positions necessitate the generation of corresponding signals between the proximity device 70 and the exchange 34, and in particular between the transponder 76 and the navigation transceiver 56. In particular, the transponder 76 generates the proximity signal 78, which can be classified as parking signal 130, operation signal 132, excitation signal 134 and sleep signal 136, for each of the corresponding positions. The designation of signals 130-136 can be determined based on their levels when received by the transceiver 56. In an alternative embodiment of the invention, the parking position can be classified as "docked" and the action, wakeup and sleep positions as "absent".

For the transponder and receiver to function properly, various positions 122-128 must be associated with the control panel system. In this regard, looking at Fig. 4, and in particular the process generally indicated by the number 150, it can be seen that the initial setup step 151 is established, in which the access barrier movement restrictions are introduced to the control panel, and other features related to the control panel system. It may include the introduction of a safety function; learning transmitters 40, 42, 44; setting door travel restrictions, setting up light and alarm systems, and the like. At step 153, in which, at the beginning, power is supplied to the control panel mechanism 34 and, in particular to the navigation transceiver 56, it preferably scans at least 16 channels (this function can be implemented using one channel, however the greater the number of available channels in this respect, the lower the risk of radio interference) 868 MHz to 928 MHz using the Receiving Signal Strength Indicator (RSSI),

EP 1 709 276 which selects the "least loaded" frequency channel. This range, referred to as the ISM band or as the frequency spectrum for Industrial, Scientific and Medical frequency spectrum in the United States and Europe. Naturally, other frequency bands can be used. At this time, the transceiver 56 will also check in the associated memory device which proximity devices 70 have previously been learned. If no devices are indicated, the user immediately proceeds to steps 154-174. However, if there are devices previously assimilated and they are in the "in-house" state or in a relative proximity, then the navigation transceiver will send the command "change frequency" along with the frequency of the new channel. The beacon transceiver will only switch to the available frequency channel when it receives effective confirmation from all proximity devices 70 that there are no conflicts between them.

At step 152, controller 52 is put into learning mode. This can be done by pressing the key 43 of the wall station 42, selecting the key sequence 46 on the keypad of the transmitter 44, or in any other manner known in the art. Programming or learning the proximity device 72 leads to electronic association with the control panel mechanism 34. Therefore, the controller and the proximity device recognize their signals and specific operational commands associated with these signals. At step 154, the proximity device 70 moves to the operating position 124 and the learn button is pressed. In this regard, the transponder 76 sends an operation signal 132, which is received by the transceiver 57. In step 156, the controller 52 measures the transponder signal level and then, in step 158, the controller determines whether the signal level is appropriate. If the signal level is not adequate, as can be indicated by the sound device 94 or the light device 96, it returns to step 154 ​​to correct the operating position. However, if the signal level is determined in step 158 as appropriate, then in step 160 the controller acquires the operation signal. During this time, the transceiver 56 sends the appropriate signal to the transponder 76 so that the end of this stage can be confirmed by an audible notification from the sound device 94 or by the light device 96. For example, if the operation signal is received correctly, the light device may flash a certain number times. In this way it will show the programming person the proximity device to the controller that you can go to the next stage.

At step 162, the programmer sets the transponder to the excitation position 126 and presses the acquisition key 82 again. Therefore, the controller 34 measures the transponder signal level at step 164. If at controller 166 the controller determines that the transponder signal level is not adequate, the processor returns to step 154 ​​or 162, whereby it can provide the transponder carrier with an audible or visual signal by means of device 94 and / or 96. However, if it is determined that the signal is suitable, at step 168 the controller acquires the excitation signal and a confirmation signal is sent to the transponder from the controller, which allows the device 94 and / or 96 to generate confirmation.

After assimilating the operation and excitation signals to the controller, in step 170 a basic profile signal is generated and saved. It should be noted that the controller device can have two types of basic profile signals. One type of basic profile signal may be a falling level signal corresponding to moving the proximity device from the operating position to the activating position. The second basic profile signal will be increasing due to the fact that it corresponds to the transponder being moved from the actuation position to the operating position. In any case, the basic profile is saved

EP 1 709 276 in the controller 52 for future comparison with the actually obtained transponder signal set.

After carrying out the steps outlined above, the programmer, in step 172, sets the transponder 70 to the parking position 122 and pressing the learn button 82 causes the controller 52 to generate the profile of the set 52 and then save. The profile of the set can be a single measurement of the transponder signal level or the average value of the signal level over a given time period. In other words, the kit profile is a measurable measurement result that can be used later as a reference. It should be emphasized that the parking position corresponds to the position in which the transponder and the transporting device associated with it are in a fenced off area, which means for the controller that the device has been parked. An appropriate confirmation or denial signal is also sent from the transceiver to the transponder, depending on whether the parking position has been acquired or not. Finally, at step 174, controller 52 determines whether the ground loop (s) and associated detector are connected to the system. If so, the corresponding status marker is set in memory device 54.

The process operation of the system 10 divided into stages after correct programming, is generally indicated by the number 200 in Figs. 5A and 5B. At step 202, the process begins after the initial programming steps of the control panel are completed.

At step 204, the beacon transceiver 56 sends a "sleep" signal - radio (RF) or other, which can be received by the transponder 76. The signal can be sent at various intervals, depending on the position of the transponder. As a result, in sleep mode , when the transponder is far from the transceiver, the signal can be sent every 5 seconds, while in other states up to 60 times per second. While performing step 204, the controller also monitors the status of the activity sensor 84, which is step 206.

In step 208, the state of the activity sensor is determined based on whether the corresponding signal reaches the controller. If the controller does not receive the activity sensor signal or the received signal is not an activity signal, then process step 210 takes place. In step 210, if the transponder in the proximity device receives the sleep signal, it will generate a feedback signal and process step 229 will occur. However, if, in step 210, the transponder does not detect the sleep signal sent in step 204 and, therefore, does not send a feedback signal, the process returns to step 204. When, in step 210, the signal is received and acknowledged by the transponder, signals radio (RF), transmitted between the transceiver and the transponder, can thicken from one signal for 5 seconds to 60 signals per second, and thus cease to be sleep signals. In a preferred embodiment of the invention, it is presumed that the communication frequency will increase after the excitation signal has been successfully transmitted between the transponder and the controller. When the transceiver receives a series of radio signals, the controller 52 checks the amplitude of each identical coded RF signal and determines whether the amplitudes of the subsequent signals become larger or smaller. In other words, the controller constantly determines whether the signal level is rising, falling or remaining the same. Therefore, controller 52 can use the amplitude, frequency, return time, or all three quantities associated with signals 130-136 to determine the transponder profile approaching the transceiver,

Returning to step 208, if the controller detects the signal generated by the engine sensor, then the process goes to step 218. As indicated earlier, in addition to monitoring the transponder signals, the controller 54 can also monitor the activity sensor 84 carried by the proximity device

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70. Therefore, in step 208, the activity sensor 84 determines whether the transponder transporting device 76 is turned on. For example, if the transponder transporting device 76 is a car, the engine sensor 84 may monitor the ignition switch to determine if the engine is on or off. Other sensors may be used for an electrical device, such as a golf cart or other battery-powered vehicle, as the transport device may include a communication device that will stimulate the sensor carried by the proximity device. Alternatively, the sensor can detect the vibrations of the motor of the conveyor device. In any case, in step 208, if the sensor 84 detects that the transporting device 108 is on, then, in step 218, if the proximity device has been dormant for less than a predetermined period, the process proceeds to step 229. This step proceeds , when the proximity device remains active for a short time and the controller cannot clearly determine the trend or direction of movement of the proximity device. However, if the transponder is found to remain dormant for a set period of time and the ignition has been turned on, the transponder proceeds to step 220 and the controller determines whether a signal is being received from the transponder. If the transceiver has not received a signal from the transponder, the process is continued at step 230. This scenario occurs when the proximity device detects that the proximity device is on, but the transporting device is out of the range of the receiver transmitter.

However, if it is determined in step 220 that a signal from the transponder has been received, the process proceeds to step 224 and the controller determines whether the barrier is in the closed or open position. If the barrier is in the open position, the processor goes to step 230, however, if the controller, in step 224, determines that the barrier is in the closed position, the barrier will be automatically opened in step 226. In other words, the barrier is expected to be closed when a person gets into a car or other mobile device. To skip the step of pressing the "open" key of the wall station or other barrier moving device, the user simply turns on the ignition of the car, which will be detected in step 208 and if it is confirmed that the barrier is closed, the barrier will open automatically, in step 226. However, if the transport device is turned on when it is in the parking position and the barrier is in the open position, the controller will wait for further movement of the proximity device before taking further action. After the barrier opening step 226 is completed, the processor proceeds to step 230.

In step 229, after the transponder is built up by receiving the first signal from the transceiver or inclusive of the transporting device, the transceiver generates and sends a feedback signal to the transponder and the controller enters the active state and the appropriate number of signals is sent between the transponder and the transceiver. preferably, at a higher frequency than the sleep signal is transmitted.

At step 230, the transceiver and controller monitor the increasing frequency of signals returned by the transponder, which can be classified as belonging to signals 130-136 for determining the profile, to determine the movement of the transponder relative to the controller and, thus, the barrier-enclosed area. The term "profile" used in this document represents a representation of a signal or subsequent signals received by a transceiver from a transponder for a specified period of time. Based on this profile, you can determine the direction of movement of the transporting device, and the criterion for determining is whether the direction of movement corresponds to one of the previously acquired and saved profiles.

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Generally, in step 232, the controller compares the profile received from the proximity device with the base profile stored in the controller memory. If it is determined that the profile is ascending or descending, it is determined later in the process whether the status markers of ground loop detectors have been set in individual stages 234a and 234b. If the flag has been set in step 174 (see Fig. 4), then the process runs smoothly to individual stages 237a and 237b, confirmation by ground loops. If the presence of the transporting device has not been confirmed in individual steps 237a and 237b, the process returns to step 230. However, if ground loops or other confirmatory type sensors confirm the presence of the transporting device either in one of the positions or in successively occupied positions, then the process proceeds as if the status flag had not been set in step 174. In other words, if the presence of the transporting device will be confirmed by ground loops, then the process goes to step 238 for the rising profile or to step 260, for the falling profile.

At step 238, it is already known that the controller has ascended the profile and that it corresponds to the saved basic profile. Thus, the controller determines whether the barrier is in the open or closed position. In other words, the controller has determined that the proximity device is approaching the access barrier. In this case, if the barrier is found to be open in step 238, then no action is taken in step 240 and the transport device can continue to move to the fenced off location. However, if it is found that the transponder is approaching, and the received profile corresponds to the rising basic profile and the barrier is closed, then in step 242 the barrier opens. Notwithstanding the actions taken in steps 240 and 242, the controller continues to monitor the signals returning from the transponder, in step 246. At the same time, the controller determines whether the transponder transporting device generates a profile of the set, making sure that the transponder has moved into the fenced area, restricted access barrier. In other words, a person can park their car outside the fenced area and simply enter the access area through the open barrier. However, if the transponder transporting device moves to parking position 122, this will be detected by the controller, which will compare the parking signal 130 with the kit profile. If an activity sensor is supplied with the proximity device, the controller in step 249 constantly checks the status of the sensor until the transport device is turned off. After switching off the engine, if constant values ​​of the signal returned from the proximity device are obtained, the controller closes the barrier in step 250. However, if in step 248 it is determined that the received profile does not match the profile of the transporting device set remains outside the fenced area, then the transponder receives a command to go to sleep and wait for further commands, and the processor returns to step 202.

It should be noted that the growing profile requires that the proximity device move from the activation position 126 to position 124, so that it is certain whether opening is desired. In other words, if the proximity device moves along street 116 associated with driveway 114, the rising profile will be detected for a certain time, but it is not sufficient for the access barrier controller to move the access barrier in the desired direction. By requiring confirmation of the rising profile, from the actuation position to the operation position, the controller can confirm that the proximity device is indeed in such a position that it is desirable to open the access barrier. This can still be confirmed by the use of ground-loop detectors as indicated in step 237.

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Returning to step 232, if it is determined that the received profile corresponds to the basic profile, then it is examined whether the received profile is increasing or decreasing. In the event that the received profile is decreasing, the processor continues operating at step 234b determining whether the ground loop detector is connected to the controller. If not, step 237b is skipped and the process continues at step 260. However, if it is confirmed in step 234b that a loop detector, ground detector or other operational sensor confirms the presence of the vehicle, the process proceeds to step 237b to determine whether the transporting device is actually moving from operating position 114 as detected by ground loop 120a or as detected a transporting device passing from the operating position to the starting position 120b, in the case where multiple ground loops are provided. If the transporting device does not move in the expected direction, then the process returns to step 230. In other words, it determines in this process whether the transponder transporting device moves from the operating position to the activation position within a specified period of time. If it is determined that the received signal is not falling down in a manner consistent with the stored base profile, the process returns to step 230. However, if in step 260 it is confirmed that the transponder signals are decreasing in a way that indicates moving away from the access area, characteristic for a car or other transponder device, then in step 262 the controller determines whether the barrier is in the open position or in the position closure. If the barrier is open, it is assumed that the person leaves the access area and the barrier is closed in step 264. However, if the barrier is already closed, i.e. it is assumed that the transponder transporting device has been parked in the operating position and the door has been previously closed and a descending profile is detected, then no action is taken and the door remains closed. The process goes to step 252 and the transponder receives permission to go to sleep and the number of signals sent decreases significantly.

Returning to step 232, if it is determined that the return profile is not increasing or decreasing, but remains constant, then the process continues at step 270. If at step 270, it is determined that the tranponder signals remain constant over a certain period of time, then the processor goes to step 272 and the transceiver stops receiving signals and the transponder goes to sleep in step 252. However, if in step 272 the signals do not remain constant within a certain period of time, then the processor returns to step 240. This scenario is intended for a situation where the proximity device moves within the controller range, but then stops in a fixed position for a specified time.

In summary, it is noteworthy that controller 52 can be programmed to determine when the transponder moves towards and when from the transceiver; when the controller can ignore signals sent from the proximity device with an amplitude greater than or equal to a predetermined value, which makes it possible to suspend operations until the transponder moves far enough away from the transceiver; or, to determine when the transponder moves near the boundary between the operating position and the actuation position - before the controller generates a signal for closing or opening the barrier. If the transponder no longer receives the coded radio signals for a specified period of time, it goes into sleep mode to save energy. If the transponder receives a certain number of encoded RF signals with a constant amplitude or level, then the transceiver may stop transmitting the encoded radio signals, which will also cause the transponder to go to sleep. What's more, after starting the engine, to move the barrier, the transceiver can send a second encoded signal to turn off the transponder or put it to sleep and standby

EP 1 709 276 for an event that will cause it to be excited, such as, for example, engine sensor activity, stimulation from a wall station, or subsequent displacement of the transporting device. The transmitter will start transmitting RF signals again after a command to activate the door via a wall station or other remote switch to move the barrier, as well as when the engine sensor detects that the device has been turned on. In addition, the transponder can be powered from a power source on a mobile platform, such as a car battery, as well as turned on and off by a switch on the mobile platform, such as a vehicle engine ignition switch. In other words, the transponder can be connected directly to the power source provided by the car and can also be able to directly detect the engine's condition of the device.

With reference to Fig. 6 AD, it should be noted that the cognitive values ​​of the present invention may also be used in an embodiment of the invention, an alternative to that in which they are shown in operation and discussed, with reference to Figs. 4 and 5. According to with the flowchart disclosed in Fig. 6 AD, instead of using assimilated specific positions occupied by a proximity device, also referred to as "MOVABLE", significant triggers of signal strength levels are used to trigger barrier movement. Therefore, by sending from the navigation transmitter a series of strong, medium, weak or any other differing in terms of power level of signals directed to the mobile proximity device, which in turn corresponds, there is obtained, noteworthy, the possibility of determining the position and direction of displacement proximity device. It may be used to provide the sensitivity necessary to ensure that the position and direction of movement of the vehicle justify the initiation of an opening or closing movement of the access barrier. This embodiment uses all or some of the features shown in Figs. 1-3 and may also include selected operating steps discussed in Figs. 4 and 5. For example, in an alternative embodiment, an earth loop or position confirmation detectors may be used if deemed appropriate, but activity sensors may also be used if desired. In any case, this alternative operating process has been generally designated 300. This particular type of system includes a switchboard system 34, which is connected to at least one movable barrier, preferably a garage door. It is anticipated, however, that the value of the invention's knowledge can also be applied to a sliding gate, apartment door, aircraft hangar door, warehouse door and the like.

In a first step 302, the controller 52 draws power from a battery or a residential power source, or equivalent. The device 70 is similarly powered. At step 304, the controller 52 scans for the least noisy frequency, as in the previous embodiment, and selects the one that is best suited and on which the proximity device can operate. At step 306, the controller 52 polls the memory device 54 to determine if the proximity device 70 identified by the specified serial or analog number has been stored in the memory device 52. If not then the controller 52 goes into sleep mode at step 307.

The controller 52 remains in sleep mode until it is triggered by interrupting the key in step 308. In other words, the controller 52 remains in a limited power state until the programming key 43, provided in the wall station 42, is pressed. It is worth noting that other key sequences , such as on the keypad of the transmitter 44 or the remote control 40 may allow the controller to enter the enrollment mode. In any case, selecting button 43 initiates communication between the controller and the proximity device. Therefore,

EP 1 709 276 the proximity device 70 and the controller 52 exchange identification numbers and the selected frequency is stored in memory devices 54 and 74. Once the proximity device is learned, it is initialized in the "docked" state. If the proximity device has already been assimilated to the controller, then after turning on the navigation transceiver 56, the controller will load the last state in which the proximity device was - either "docked" or "absent". It should be noted that the identification of the proximity device, the selected frequency and status are saved in the controller 54 non-volatile memory, so even in the event of a power outage, the controller, when the power is resumed, re-loads the saved values. Then, in step 310, the variable values ​​A, B, C and D are selected and saved for setting the control panel system sensitivity. Fluctuations in these variable values ​​can be introduced to control the controller response speed, depending on the position relative to the controller and the direction of movement of the proximity device. In any case, after completing step 310, the process returns to step 306, in which an affirmative answer is given to the query whether the mobile device has been stored in memory, followed by step 312. In step 312, it is assumed that the proximity device 70 is in the "docked" state, which means that the proximity device is in a relatively close proximity to the controller and is assumed to be within the enclosed area 110. In any case, the initial programming steps of the device are finalized in this way and the process proceeds to step 314, from which the operational steps begin. It should be noted, however, that selecting the programming key 43 automatically moves the device back to the initial programming stages, which enables reprogramming of the proximity device 70, as well as associating additional proximity devices with a single or multiple controller 52. It should also be noted that in this embodiment the acquisition button 82 on the proximity device is not used in either the learning mode or the programming mode. However, key 82 can be used, in a similar manner to the known remote control transmitter, to control access barrier operations and to skip door movement sequences.

It is assumed that the proximity device is in the parked position when docked. It is assumed that the controller 52 is out of range of the proximity device in the "absent" state. These two states initiate different stages of action to determine whether the vehicle is approaching the barrier or whether the vehicle is leaving the area enclosed by the barrier.

If it is determined in step 314 that the memory device 54 is in an "absent" state, then the process proceeds to step 316, after which the controller 52 and the beacon transceiver 56 generate a "high power" signal 57. This high power signal 57 spreads to a distance of up to 250 feet and even further if the appropriate device is used. In any case, at step 318, the controller 52 waits for the return signal or confirmation signal 78 to be received from the proximity device. If confirmation signal 78 is not received, communication is considered unsuccessful. In other words, the proximity device 70 is out of signal range. Furthermore, it should be noted that the controller always waits for a response with an acknowledgment signal 78. In contrast, the proximity device 70 will not respond with an acknowledgment signal 78 unless signal 57 originates from the beacon transceiver 56 to which it has been assimilated. At step 320, the counter maintained by controller 52 sets the number of high powers to zero. The process then returns to step 316, where, after a certain time, the high power value is sent again. If the number of high powers is zero, then controller 52 waits at least one second before generating another high power signal. In this way, the battery of the proximity device is saved.

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If, at step 318, it is determined that successful communication has taken place - a high-power signal has been sent and confirmed - the process continues at step 322, in which the value stored in the high-power meter is compared with the set value of variable C. If the number is not greater than C, the process goes to step 324, in which the number of high powers is increased by one. After incrementing one process, it returns to step 316, after which steps 318 and 322 are repeated. This process loop is performed until the number of high powers exceeds the value of variable C, after which the process proceeds to step 326, in which it is assumed that the reaffirmation of the high power signal sent in response indicates that the vehicle is approaching the enclosed area 110. W therefore, in step 326, a high power signal is again sent. This is to confirm that the proximity device is actually within the controller range. If communication is unsuccessful, then at step 328, the process returns to step 316 and steps 318-324 are again performed.

If high power communication is considered successful at step 328, then controller 52 sends a "medium power" signal 57 at step 330. The average power signal extends over a distance of about 45.75 m (150 ft) for the reasons indicated herein. If such a medium power signal is not received and acknowledged by the proximity device 70, in step 332, then the controller 52 sends a "low power" signal 57 in step 334. If the low power signal is not acknowledged in step 335, the process proceeds to step 340, which will be discussed in detail below.

Returning to step 332, if the proximity device 70 confirms or sends an acknowledgment signal that the average power signal has been accepted, the process proceeds to step 336. In step 336, the controller sends a query whether the number of average powers is greater than the variable labeled D. in step 338 the number of average powers is increased by one and the process returns to step 326 and steps 328-332 are repeated.

If it is determined in Step 336 that the number of average powers is greater than the variable D, then the process proceeds to Step 340. By requiring the number to reach a certain level, the controller obtains confirmation that the vehicle is in the medium power range for a set period of time. Alternatively, if in step 335 the medium power range is quickly omitted and a low power signal is detected indicating that the vehicle is in close proximity to the access barrier, then in step 340 a door opening procedure is performed or initiated.

At step 340, the controller 52 sends a request for identification of the proximity device 70. If it is determined in step 342 that the identification of the proximity device corresponds to a record in the memory device 54, then, at step 344 the controller 52 sends a request to remove the door to the engine 60, which in turn, moves the drive shaft 36 and begins the movement to open the access barrier, in step 346. If the confirmation step 342 fails, as determined in step 344, the process returns to step 338 and finally to step 326, to restart steps 328-342. After the door has been opened, the C and D counters are reset to the set value, presumably zero. Additionally, in step 346, the stored state of the mobile device is changed from "ABSENT" to "DOCKED". After completing Stage 346, the process proceeds to Stage 350 to complete the stages for the proximity device deemed to be in the "docked" or parking position.

In step 350, when the controller memory indicates that the proximity device is in the "docked" state, the transmitter 56 sends a low power signal 57. If a low power signal is received and a confirmation signal is generated, then in step 354 the number of low power is set to zero, however, if in step 352 it is determined that the low power signal communication is not

EP 1 709 276 was successful, then the process goes to step 356. In other words, it is anticipated that the proximity device will move from low power range to medium power range. In any case, in step 356, if the number of low powers is not greater than the variable A, then, in step 357, the number of low powers is increased by one and the process returns to step 350. However, if it is determined in step 356 that the number of low powers is greater than A, then the process is continued in step 358, which is expected to confirm that the vehicle is moving away from the fenced area or garage. Therefore, in step 358 a low power acknowledgment signal is sent, and if communication proves successful in step 360, then in step 362 the low power counter is reset to zero and steps 350-357 are performed again. This indicates that although it was likely that the vehicle would move away from the fenced area, the vehicle did not move away completely. However, if it is determined in step 360 that no response has been received to the low power signal 57, the controller 52, via the navigation transceiver 56, sends the medium power signal 57, in step 64. Then the controller waits for the confirmation signal to be received, in step 366. If the acknowledgment signal is received, the average power meter is set to zero at step 368 and the process returns to step 358.

However, if in step 366 no feedback signal is generated, following a stimulation with an average power signal, the process proceeds to step 370, in which the controller determines whether the number of average powers is greater than the variable generally indicated by the letter B. If this number or variable value B has not yet been reached, then, in step 372, the number of average powers is increased by one and steps 358-366 are repeated.

If in step 370 the number of average powers is greater than B, which means that the vehicle is considered outside the average power range, then in step 374 the door closing procedure is initiated. This stage also includes the controller requesting identification of the proximity device to which the response is directed to controller 52. If the controller determines the validity of the coded identification sent from the proximity device 70, in step 376, then a request to open the door is sent. If the request is confirmed in step 378, then the controller 52 generates a signal to the motor 60 to engage the drive shaft 36 and the controller continues to close the door, it is anticipated that at the time of this stage, the proximity device has moved from low to medium controller range so the door is locked. However, if the validity cannot be ascertained in step 378, the process returns to step 358 for performing steps 360376 again. However, if the validity is confirmed in step 378, then in step 380 the door is closed, the counters are reset, the state of the proximity device changes from "DOCKED" to "ABSENT" and the process returns to step 316.

This particular embodiment of the invention has the advantage that the assimilation procedure is greatly simplified as one merely pressing the programming key 43 is required, and the direction of travel of the proximity device is determined by transmitting at least two or rather three signals of different power levels - which proximity device can respond or not, which allows you to determine the direction of its movement relative to the navigation transceiver, as well as controller 52. It should also be noted that by adjusting the values ​​of variables A, B, C and D, different sensitivity levels can be set. In other words, by selecting the number of repetitions of acknowledgment for medium and low power signals, you can increase or decrease the time between opening and closing the door, depending on the length of the driveway or the fenced area, as well as depending on the interference that may be caused by the corresponding devices. Another advantage of this variant

EP 1 709 276 is that, according to the design, door opening is triggered when switching from high power range to medium power range, and the controller triggers door closing when switching from low power range to medium power range. In this way, the situation where the RF signal interruption could be placed is prevented, which, when leading out the mobile transport device, could cause the door to oscillate between positions. Variable B and D settings are critical to prevent this situation.

Referring to Fig. 7 and Fig. 2, it should be noted that the cognitive value of the present invention can also be used to control traffic in a one-way street. This system is generally designated by 400 in Fig. 7, where the two-lane road 402 converges into the one-lane road 404 on which only one direction of traffic is possible. The system comprises a control panel system 34 connected to at least one movable barrier, preferably to the gate as well as preferably to many barter 406. To the control panel system 34, a 408 parabolic antenna is connected, which is used to communicate with transponders or proximity devices 70. In this way, the transponder communicates with the controller or the control panel system 34 via the 408 antenna. in the right direction. In the event that it is found that the transponder signal level is increasing instead of falling, appropriate preventive measures may be taken by raising barriers 406 and / or generating stop signals or other measures for the command of the driver of the car transporting the proximity device to stop and change direction. Alternatively, sound devices 94 or 96 light devices provided with the proximity device may generate the appropriate warning. It is envisaged to use such a system at marinas or narrow access roads to ensure that people moving in one direction will not later move in the opposite direction in conditions where it is considered inappropriate.

Referring to Fig. 8, the flow chart generally designated 450 shows the procedure implementing system 400. In step 452, the direction of movement profile is set and saved to memory device 54. In step 454, the exchange transmitter 56 sends a periodic direction beacon 57 that can be received by the transponder 76. Then, in step 456, the controller monitors the feedback signal 78 to determine the actual profile of one or more transponders. Advantageously, the controller can generate and receive signals from various transponders without mutual interference. At step 460, the controller determines whether the actual profile corresponds to the directional profile stored in memory, at step 452, and if so, the processor returns to step 452. However, if in step 460 it is detected that the actually received profile does not correspond to the directional or basic profile, then the controller issues a command to set the barriers in the closed position so that the flow of traffic along the one-way road is prohibited. Therefore, if in step 464 the direction of trnasponder movement is reversed, then in step 466 the warnings will be turned off and the barriers withdrawn. The processor goes to step 452 and the process repeats.

It is anticipated that the actual profile is determined based on the level of returned signals in a similar manner to the embodiments discussed in Figs. 3-5. However, it is also envisaged that the beacon transceiver may transmit signals of different levels as disclosed in Fig. 6 AD, and, based on the corresponding returned signals, control the barriers.

It should be noted that the alarm system may be in the vehicle or activate lights along the road, or activate a barrier to stop the vehicle from entering the area. The 408 parabolic antenna enables the transceiver to communicate with the transponder in the vehicle

EP 1 709 276 moving in the wrong direction. In other words, if the vehicle is following the lane in the right direction, it can continue along a one-way street. However, it is also foreseen that warnings may be sent to vehicles moving in the right direction if another vehicle is detected moving in an unauthorized direction. Thanks to this, a person traveling in the right direction can take corrective actions by releasing and / or switching on the lights.

In Fig. 9, it can be seen that the flowchart, generally designated 500, illustrates the procedure for assimilating the global positioning system for operating the hands-free access barrier. At step 502, the proximity device 70 is in the operating position and the acquisition button 82 is depressed. This allows the proximity device to determine the GPS coordinates of the operating position and to process this information by the proximity device and save it accordingly. At step 504, the GPS coordinates of the position are transmitted from the device 70 to the controller 54 and saved together with the instruction set. At step 506, the controller attempts to verify the device position and, if it is not verified, the processor returns to step 502. If it is verified, the controller moves to step 508, in which the proximity device is in the parking position and the learning button 82 again is pressed. This position is then checked in step 510 and, if verified, the processor goes to step 512. Otherwise, the processor returns to step 502. In step 512, the coordinates of the global parking positioning system are sent to the controller and saved with the appropriate set instructions. The instruction set can be selected by the programmer in such a way that after completing the programming stages, the set action is performed each time the proximity device reaches one of the programmed locations. Finally, in step 514, the manual or automatic mode for the proximity device is set. In manual mode, the proximity device only allows the operation of the proximity device that matches the stored GPS coordinates. In other words, if the transporting device is in the operating position, the transmitter can operate like a normal remote control transmitter, and selecting the key 82 opens or closes the barrier. However, if the proximity device is not in the operating position when someone is using the transmitter, the controller will not recognize the system. In this way, the combination of GPS and transponders can be used like a key. However, the operating mode of the proximity device can also be set to automatic, so that if the car or other transponder transporting device is placed in the right position, the barrier is automatically moved in the right direction depending on the position of the transporting device.

The flowchart, generally designated 600 in Figures 10 A and B, discloses and shows the implementation of the GPS signal system. At step 602, the proximity device mode is checked - manual or automatic. If it is determined that the device is in manual mode, then the process is continued in step 604 and the proximity device checks the GPS position in step 606 and sends a position signal to controller 54. If the proximity device is in the operating position or parking position, then the controller proceeds to step 608; however, if the proximity device is neither in the operating position nor in the parking position, the processor returns to step 602. If the proximity device is in the operating position or in the parking position then in step 608 it is allowed to move the barrier and the person at the transmitter can press the button 82 to activate the controller and move the barrier. Thereby, a safety function is ensured, as two conditions must be met before the barrier can be moved. After completing step 608, the process returns to step 602.

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If it is determined in step 602 that the device is in automatic mode, the processor proceeds to step 610. In step 610, the proximity device 70 sends the GPS position signal to the controller as long as it is within the range appropriate for receiving signals from the transceiver. . When the device is outside the signal range, determined for the programmed parking and operation positions, no signal is sent to the controller until the range is reached again. If the set range is reached, then, in step 612, the control panel compares the current position with the stored values. If it is determined that the proximity device is in the operating position, then the controller, in 'step 614, determines the position of the barrier. If the barrier is open, it is automatically closed in step 616. If an alarm is provided, then appropriate signals are then sent to set it and after a certain period of time the process returns to step 602. However, if in step 614 it is determined that the barrier is closed, then the controller in step 620 opens the barrier and, if it is desired, deactivates all applicable alarms and turns on the lights in steps 622 and 624, respectively. Then the process returns to step 602.

In step 612, if the control panel determines that the GPS value of the proximity device is substantially equal to the GPS coordinate of the parking position, then in step 630 the barrier position is determined. If it is determined that the barrier is open, then in step 632 the barrier is closed and in step 634 alarms are set. However, if in step 630 it is determined that the barrier is closed, then the proximity device 70 determines, in step 636, whether the ignition is on or, using sensor 84, the device is operating. If it is determined that the transporting device is not turned on, then no action is taken at step 638 and the process returns to step 602. However, if the transporting device is turned on, then the barrier opens at step 640. This is to prevent the accumulation of harmful carbon monoxide, which can occur when the ignition is working and the barrier is closed. It should be noted that the controller adheres to the set delay immediately after opening or closing the gate. This delay is introduced to enable the transport device to be moved between the operating and parking positions without re-triggering the barrier movement. It should also be noted that the controller may require displacement from the operating position before allowing the next cycle of barrier movement. Naturally, other functional properties disclosed in the remaining embodiments of the invention may also find application in this variant.

It is easy to see the benefits of the present invention. In particular, the energy demand for the proximity device is believed to be very low, which extends battery life and significantly reduces the need to replace them. Alternatively, the proximity device can be connected directly to the power source of the transporting device and use the batteries as a backup or emergency power supply. It is also believed that this variant is less expensive than other hand-operated devices due to the lack of additional antennas, analyzers and transmitters. The invention is also advantageous in that the user presses the proximity device button only when programming the transponder to the transmitter-receiver and then places the transponder in the glove compartment and continues to use the system no longer using his hands. In the event of the need for traditional barrier activation, pressing the key will allow using the transmitting device as an ordinary remote control. In addition, the present invention can be used to provide a portable garage door key, while other systems do not provide this option. In other words, in addition to hands-free operation, confirmation of the presence of the proximity device in the appropriate transport device can be used using detectors

EP 1 709 276 looped, grounded, which provides safety confirmation that is not available in currently known systems.

The inclusion of GPS elements in the present invention advantageously enables the use of a proximity device, in particular for turning on and off devices based on a controller, such as control panels and garage doors, security lights, security systems and the like. Such a device also prevents accidental activation of the devices due to the fact that the barrier can be activated by a remote signal only when the transponder is in a previously saved GPS position. The automatic mode of the above device allows you to activate fixed devices without using your hands when the vehicle approaches your home, office or other place. The above technology can advantageously be implemented to provide a validation procedure using the rolling code technique.