The present disclosure relates to technology for vehicles, and in particular to a system and a method for controlling access to vehicle functions of a vehicle. The disclosure also relates to a vehicle comprising the system, a computer program and a computer-readable medium.

Background

Vehicle technology of today often include an electronic key-less system for opening the doors of the vehicle and starting the vehicle. It is sufficient that the driver carries the electronic key in his or her pocket to be able to unlock the vehicle and to get access to the vehicle functions of the vehicle. However, if the driver leaves the key, either a regular mechanical key or the electronic key, in the driver cabin, for example, for loading or unloading the vehicle, or for attaching a trailer to the vehicle, someone might take advantage of the situation and hijack the vehicle. This might particularly be a problem for trucks, which are long and as it takes time for the driver to return to the cabin from the back of the truck. If the driver is between the truck and the trailer, it might become very dangerous for the driver if someone suddenly starts driving away the vehicle.

For some vehicles it is also possible to open the tail lift of the vehicle while the driver, and thus the electronic key, is in the cabin. Thus, if the driver is not cautious, someone might open the tail lift and steal goods while the driver is in the cabin. Also, if the driver brings the electronic key along and operates the tail lift, the electronic system of the vehicle might go into a sleep mode as the ignition of the vehicle is turned off. The driver might then have to turn on the ignition of the vehicle before the tail lift is operable again, which of course is annoying and time consuming. From JP2004257207, a locking-unlocking system for a vehicle loading platform is known. A certain radio frequency identification device is used to allow locking and unlocking of the platform. However, to have a certain device for operating the platform does not solve the problem of hijacking the vehicle if the driver has left the key for driving in the cabin.

Summary

It is thus an object of the disclosure to alleviate at least some of the drawbacks with the prior art. It is a further object of the disclosure to provide a solution that aims to prevent hijacking of the vehicle while the driver is outside the cabin. These object and others are at least partly achieved by the method and the device according to the independent claims, and by the embodiments according to the dependent claims.

According to one aspect, the disclosure relates to a system for controlling access to vehicle functions of a vehicle. Each vehicle function is being associated with a zone of a plurality of vehicle zones of the vehicle. The system comprises a wireless authentication device comprising a wireless transmitter configured to transmit an identity signal identifying the authentication device. The system further comprises a wireless detector arrangement arranged to receive the identity signal transmitted by the wireless transmitter and a control arrangement. The control arrangement is configured to obtain the identity signal received by the wireless detector arrangement, to determine, based on the obtained identity signal, whether the wireless authentication device is present in one or more of the plurality of the vehicle zones; and to control access to vehicle functions

corresponding to the plurality of vehicle zones, based on the determination. The proposed system forces the driver to keep track of the position the

authentication device to be able to access functions of the vehicle. Thereby, the system provides protection against hijacking of the vehicle, as the driver has to bring the authentication device with him to get access to certain vehicle functions and not leave the device in the vehicle.

According to some embodiments, the wireless detector arrangement is arranged to receive the identity signal transmitted by the wireless transmitter at a plurality of reception points, wherein each reception points is associated with one vehicle zone of the plurality of vehicle zones. Thereby, different locations of the wireless authentication device can more easily be distinguished, and the strength of the identity signal is allowed to be lower than if only one reception point was arranged in the vehicle. According to some other embodiments, the wireless detector arrangement is arranged to receive the identity signal transmitted by the wireless transmitter at a single reception point.

According to some embodiments, the control arrangement is configured to determine whether the wireless authentication device is present in one or more of the plurality of the vehicle zones based on that the identity signal meets one or several criteria, for the identity of the authentication device, for a signal strength of the identity signal, for which reception point the identity signal was received at and/or for the direction of the identity signal. Thus, in order to distinguish which zone or zones the authentication device is located in, one or several methods are available. The methods may be combined in order to enhance the determination.

According to some embodiments, the control arrangement is arranged to, upon a determination that the wireless authentication device is present in one of the plurality of vehicle zones, enable access to the vehicle function associated to the vehicle zone where the wireless authentication device is present. Thus, the authentication device has to be present in the zone of the associated vehicle function to allow operation of the vehicle function. Thus, the driver has to bring the authentication device along to be able to operate the vehicle function. According to some embodiments, the authentication device has to be present in the zone the whole time the driver wants to operate the related vehicle function. In some other embodiments, the authentication device just has to be in the zone to activate the thereto related function, and can thereafter be removed from the zone and the function will still be activated and possible to operate. This functionality may be configured as desired. In either way the driver still has to bring the authentication device from the cabin.

According to some embodiments, the control arrangement is arranged to, upon a determination that the wireless authentication device is not present in one of the plurality of vehicle zones, disable access of the vehicle function being associated to the vehicle zone where the wireless authentication device is not present. Thus, if the authentication device is removed from the zone, or has never been in the zone, the access to the associated vehicle function is blocked.

According to some embodiments, the vehicle functions includes operating vehicle functions of the vehicle and one or several auxiliary functions of the vehicle.

Operating the vehicle includes e.g. driving the vehicle, and in some cases starting including activating e.g. powering the ignition circuit of the vehicle. For example, if the authentication device is in a zone associated with an operating function, the operating function is powered. For the ignition circuit, that may include that the terminal 15 is connected and thus the main operating functions of the vehicle are powered and can be used.

According to some embodiments, the one or several auxiliary functions of the vehicle is one or several of: control of tail lift of the vehicle, control of outside light of the vehicle, and vehicle trailer attachment/detachment. Thus, the auxiliary functions may relate to functions being managed from the outside of the vehicle. For example, if the authentication device is in a zone associated with an auxiliary function, the auxiliary function is powered.

According to some embodiments, the vehicle zone related to operating vehicle functions is a vehicle zone limited to the cabin of the vehicle, and is separated from the other vehicle zones related to the auxiliary vehicle functions. Thus, then the zone of the important operating vehicle functions that are crucial for driving the vehicle is clearly separated from the zones of the auxiliary vehicle functions.

Thereby the authentication device cannot be left behind, the driver has to bring the device along to get access to functions of the other zones. According to some embodiments, the system is arranged to use short range radio transmission to detect the position of the wireless authentication device. Thus, an efficient, secure and proven technology can be used.

According to a second aspect, the disclosure relates to a vehicle comprising the system as described herein.

According to a third aspect, the disclosure relates to a method for controlling access to vehicle functions of a vehicle. Each vehicle function is associated with a zone of a plurality of vehicle zones of the vehicle. The method comprises receiving an identity signal from a wireless authentication device; determining, based on the identity signal, whether the wireless authentication device is present in one or more of the plurality of vehicle zones; and controlling access to the vehicle functions corresponding to the plurality of vehicle zones based on the determining.

The same benefits as of the system may be obtained with the corresponding method claims, and reference is made to these claims.

According to some embodiments, the method comprises receiving the identity signal transmitted by the wireless authentication device at a plurality of reception points, wherein each reception points is associated with one vehicle zone of the plurality of vehicle zones.

According to some embodiments, the determining comprises determining whether the wireless authentication device is present in one or more of the plurality of the vehicle zones based on that the identity signal meets one or several criteria, for the identity of the authentication device, for a signal strength of the identity signal, for which reception point the identity signal was received at and/or for the direction of the identity signal.

According to some embodiments, the method comprises upon determining that the wireless authentication device is present in one of the plurality of vehicle zones, enabling access to the vehicle function related to the vehicle zone where the wireless authentication device is present.

According to some embodiments, the method comprises upon determining that the wireless authentication device is not present in one of the plurality of vehicle zones, disabling access of the vehicle function related to the vehicle zone where the wireless authentication device is not present.

According to some embodiments, the vehicle functions includes operating the vehicle; and one or several auxiliary functions of the vehicle.

According to some embodiments, the one or several auxiliary functions is one or several of: control of tail lift, control of outside light of the vehicle and trailer attachment/detachment.

According to some embodiments, the vehicle zone related to driving the vehicle is a vehicle zone limited to the cabin of the vehicle, and is separated from the other vehicle zones related to the auxiliary functions of the vehicle. According to some embodiments, the method comprises determining whether the wireless authentication device is present in one of the plurality of vehicle zones using short range radio communication.

According to a fourth aspect, the disclosure relates to a computer program comprising instructions which, when the program is executed by a computer, cause the computer to carry out the method according to any one of the embodiments described herein. According to a fifth aspect, the disclosure relates to a computer-readable medium comprising instructions which, when executed by a computer, cause the computer to carry out the method according to any of the embodiments described herein.

Brief description of the drawings

Fig. 1 illustrates an example of a vehicle with an open tail lift.

Fig. 2 illustrates a system for controlling access to vehicle functions of the vehicle in Fig. 1 according to some embodiments.

Fig. 3 illustrates an authentication device according to some embodiments.

Fig. 4 illustrates a wireless receiver according to some embodiments.

Fig. 5 illustrates a control unit according to some embodiments.

Fig. 6 illustrates a flow chart of a method for controlling access to vehicle functions of the vehicle according to some embodiments.

Detailed description

In the following a system and methods for controlling access to vehicle functions of a vehicle will be described, which e.g. have the purpose of forcing a driver to carry the driver's key/authentication device with him/her to be able to access functions of the vehicle. Thereby, the risk that the vehicle is hijacked because the driver has left the key/authentication device in the cabin of the vehicle is reduced. The system monitors where the authentication device is positioned/located, and based on the location the driver carrying the authentication device is granted access or not granted access to certain functions of the vehicle.

The vehicle may be arranged with a keyless system, comprising an immobilizer. The immobiliser or immobilizer is an electronic security function that prevents the engine from running unless the correct key (or other token) is present. The immobilizer may be included in a keyless drive system, where the driver only has to carry the electronic key with her to be able to start and lock/unlock the doors of the vehicle. An exemplary keyless drive system comprises a plurality of antennas arranged to the vehicle, that transmit low frequency (~125kHz) signals to the electronic key. The key becomes activated if it is sufficiently close to the vehicle and transmits its ID back to the vehicle via radio frequency > 300MHz, to a receiver located in the vehicle. If the key has the correct ID, the vehicle is unlocked and the driver gets access to the vehicle. However, the keyless drive systems of today typically do not recognize the exact location or vehicle zone of the electronic key, and can therefore not, based on the more precise location of the key, give access to different vehicle functions. The present system may thus be a complement or improvement to a keyless drive system. In the following the system for controlling access to vehicle functions of a vehicle will be explained with reference to the Figs. 1 -5, where the system is implemented in a vehicle. Thereafter methods for executing the invention will be explained with reference to Fig. 6. Fig. 1 illustrates a vehicle 1 where the system 23 can be implemented. However, also other kinds of vehicles are suitable to be used with the system 23, and especially other kinds of working vehicles such as garbage trucks, busses, or regular trucks. The vehicle 1 here comprises a tractor 2a and a thereto attached trailer 2b. The vehicle trailer 2b is detachably arranged to the trailer 2b. The trailer 2b comprises a tail lift 4 at its tail end that is operated via a control panel 5 to close or open the tail end of the trailer 2b. The control panel 5 may be arranged to an outer side of the trailer 2b. The tail lift 4 may also be operated with a remote control (not shown) that often is connected to the control panel 5 by wire.

Alternatively, the remote control may be wirelessly connected to the control panel 5. This is for example convenient if the operator is standing on the tail lift 4 or is inside the trailer 2b and simultaneously wants to operate the tail lift 4. The vehicle 1 also comprises working lamps or lights, of which on working lamp 27 is shown in Fig. 1 attached to the outside of the tractor 2a, and another one 26 is shown attached to the opposite side of the tractor 2a. The working lights 26, 27 have the task of illuminating the immediate surroundings of the vehicle 1 , such that e.g. the driver can work with the vehicle 1 when it is dark. A vehicle function may be any of: starting the vehicle 1 (including powering the ignition circuit of the vehicle), driving the vehicle (including steering, control of throttle, control of brakes etc), control of tail lift 4 of the vehicle 1 , control of outside lights of the vehicle 1 , and control of vehicle trailer 2b attachment/detachment. The vehicle functions: control of tail lift 4 of the vehicle 1 , control of outside lights of the vehicle 1 , and control of vehicle trailer 2b attachment/detachment may be referred to as auxiliary functions, as they are not directly related to operating the vehicle 1 . Another kind of auxiliary vehicle function may be to get permission to fuel the vehicle 1 , e.g. open the fuel cap. The auxiliary functions relate to vehicle functions that are accessible from the outside of the vehicle 1 , when the driver has to go outside the cabin 3 (Fig. 2) to be able to work and access the function. The vehicle functions: starting the vehicle 1 and driving the vehicle 1 may be referred to as operating vehicle functions, as they are directly related to operating the vehicle 1 and crucial to be able to drive the vehicle 1 . In other words, the operating vehicle functions relate to functions for driving the vehicle.

Fig. 2 illustrates the vehicle 1 of Fig. 1 , with the system 23 for controlling access to vehicle functions is implemented. Here, the vehicle functions described above are each being associated with one individual, unique vehicle zone, from hereby referred to simply as zones, of a plurality of vehicle zones 6a, 7a, 8a, 9a, 28a of the vehicle 1 . Some zones are completely separated from each other, while some zones may be overlapping. The zones are illustrated with dashed lines in the figure. Each zone defines a certain three-dimensional space, here for ease of illustration defined in two dimensions. The zone 6a defines a space around a drivers' cabin 3 of the vehicle 1 , including the drivers' cabin 3. The zone 6a may be limited to the drivers' cabin 3, or include the drivers' cabin 6 and up to 0.5 meter outside the drivers' cabin 3. This zone 6a is related to the operating vehicle functions. The zone 7a defines a space along on of the sides the vehicle 1 with an extension of 1 -2 meters from the side, and the zone 8a defines a space along an opposite one of the sides the vehicle 1 with an extension of 1 -2 meters from the side. These zones 7a, 8a relate to the control of respective outside working light 26, 27 of the vehicle 1 . The zone 9a defines a space around and including the tail lift 4 of the vehicle 1 . This zone 9a has an extension such that it covers a driver interacting with the control panel 5 and thus the tail lift 4, and covers the tail life 4 and a working space around the tail lift 4 when the tail lift 4 is being maneuvered. For example, the zone 9a has an extension of one meter around the tail lift 4 in a horizontal direction, and three meters in the vertical direction above the tail lift 4, when the tail lift 4 is in its lowermost working position. This zone 9a is related to the control of the tail lift 4. The zone 28a is related to the control of vehicle trailer 2b attachment/detachment. The zone 28a defines a space around the vehicle trailer 2b attachment/detachment point. The zone 28a has an extension to allow the driver to work with attachment/detachment of a trailer 2b, and for example has an extension of two meters around the attachment/detachment point. As shown, some of the zones might be overlapping. As understood, the zones illustrated here may be more or less as desired. However, the zone 6a, and at least one other zone not overlapping with the zone 6a, are required. The vehicle zone 6a related to operating vehicle functions of the vehicle 1 is a vehicle zone limited to the cabin 3 of the vehicle 1 , optionally including the immediate surrounding of the cabin 3, and is separated from the other vehicle zones 7a, 8a, 9a, 28a related to the auxiliary vehicle functions.

The system 23 further comprises a wireless authentication device 1 1 , a wireless detector arrangement 24 and a control arrangement 25. The system 23 is arranged to use short range radio transmission to detect the location/presence of the wireless authentication device 1 1 . Alternatively, a Global Positioning System (GPS) may be used to monitor the location of the authentication device 1 1 , and the authentication device 1 1 will then include a GPS receiver.

The wireless authentication device 1 1 is in Fig. 2 illustrated carried by the driver 10, and also in Fig. 3. The wireless authentication device 1 1 may be a mobile device such as a mobile phone or tablet, a tag or an electronic key. The wireless authentication device 1 1 may be the same key device as used in a keyless drive system. As shown in Fig. 4, the wireless authentication device 1 1 comprises a wireless transmitter 17. The wireless transmitter is typically a short range radio transmitter operating in the un-licensed frequency band, such as a Bluetooth, Zigbee or LoRa transmitter. The range of the transmitter is typically selected to match the vehicle e.g. 1 -10 meters. The wireless transmitter 17 is configured to transmit an identity signal identifying the authentication device 1 1 , for example in response to that the driver interacts with the authentication device 1 1 , e.g.

presses a button of the same. The identity signal e.g. comprises a digital key that is unique to the authentication device 1 1 . The communication between the authentication device 1 1 and the wireless detector arrangement 24 is typically encrypted using any suitable encryption protocol. The wireless transmitter 17 may alternatively or additionally be a transceiver and thus configured to receive e.g. an activation signal from one or several

transmitting points/transmitters in the vehicle 1 , and in response transmit the identity signal. The wireless detector arrangement 24 in the vehicle 1 may be set up such that the transmitters in the vehicle 1 are emitting activation signals continuously, as soon as the driver is moving, as soon as the driver is touching a part of a vehicle function or similar, and/or while the driver is not in the cabin 3 etc. Dedicated detectors (not shown) may be used to monitor such behavior. The wireless authentication device 1 1 further comprises a processor 30 and a memory 16. The memory 16 stores identification data of the wireless authentication device 1 1 .

The transmission of the identity signal may also be triggered by any other suitable means. It may also be configured to be periodically transmitted without any trigger.

The wireless detector arrangement 24 is arranged to receive the identity signal transmitted by the wireless transmitter 17. The wireless detector arrangement 24 may be arranged in a plurality of ways, but has to be arranged such that the wireless detector arrangement can distinguish in which zone the wireless authentication device 1 1 is located. In Fig. 2, the wireless detector arrangement 24 comprises a plurality of reception points 6b, 7b, 8b, 9b, 28b. Each reception point 6b, 7b, 8b, 9b, 28b then includes a receiving antenna. A reception point may be a passive device, i.e. an analogue device that simply forwards the received identity signal to a control unit.

The reception point may alternatively be a two-way device such as a transceiver. Thus, the reception point may also include a transmitting point arranged to transmit an activation signal to wake up or activate the wireless authentication device 1 1 . In some embodiments the reception point and the transmitting point are separate devices. An example of a reception point 6b, 7b, 8b, 9b, 28b is illustrated in Fig. 4. The reception point 6b, 7b, 8b, 9b, 28b is here embodied as a transceiver unit and comprises an antenna, a processor 18 and a memory 19. The transceiver is e.g. arranged to receive the electromagnetic signal and to demodulate and decode it in order to e.g. acquire a digital identity signal such as an ID number of the authentication device 1 1 . The reception points 6b, 7b, 8b, 9b, 28b may however as mentioned be more simple devices and principally only include a receiving antenna. Then, one common transceiver may be used for transmission and reception at several reception points 6b, 7b, 8b, 9b, 28b. The reception points are then connected with the common transceiver e.g. with cables.

In case the wireless detector arrangement 24 comprises a plurality of reception points 6b, 7b, 8b, 9b, 28b, the wireless detector arrangement 24 is arranged to receive the identity signal transmitted by the wireless transmitter at the plurality of reception points. For example, each reception point 6b, 7b, 8b, 9b, 28b is associated with one vehicle zone of the plurality of vehicle zones 6a, 7a, 8a, 9a, 28a. For that purpose, each reception point 6b, 7b, 8b, 9b, 28b is located in relation to the respective vehicle zone 6a, 7a, 8a, 9a, 28a such that it can receive the identity signal from the authentication device 1 1 when the authentication device 1 1 is within the respective zone.

The control arrangement 25 comprises one or several control units, arranged to control different functions of the vehicle. A control unit may be an Electronic Control Unit (ECU). The control arrangement 25 may include a main control unit 14. The main control unit 14 is a master of the other control unit and supervises them. The control arrangement 25 may thus include other control units, such as ECUs that each is responsible for one or several vehicle functions. Such control units may include, for example, an engine control unit, a power train control unit, a brake control unit (commonly referred to as 12 in Fig. 2, and these control units 12 are thus arranged to control the operating vehicle functions), a light control unit 13 arranged to control the working lights 26, 27, a trailer attachment control unit 29 arranged to control trailer attachment/detachment, and a tail lift control unit 15 arranged to control the tail lift 4. The functions of different control units may instead be incorporated in other control units, such as the main control unit 14. A control unit 12, 13, 14, 15, 29 is generally depicted in Fig. 5, and each comprises a processor 21 and a memory 22. The processors described herein generally each comprises e.g. one or several Central Processing Units (CPU). A memory as described herein generally comprises e.g. one or several memory units. A memory unit may comprise a volatile and/or a non-volatile memory, such as a flash memory or Random Access Memory (RAM). The control arrangement 25, e.g. the main control unit 14 or any of the other control units, further comprises a computer program comprising instructions which, when the program is executed by a computer, cause the computer to carry out the method that will be described in the following. The program may be downloaded from a computer-readable medium, e.g. a memory stick or memory from another computer. Thus, the computer-readable medium comprises instructions, which, when executed by a computer, cause the computer to carry out the method that will be described in the following.

The internal units of the vehicle 1 , such as control arrangements, control units, devices, sensors, detectors, reception points, transmitting points, transponders etc., are arranged to communicate via a communication bus, for example a CAN- bus (Controller Area Network), which uses a message based protocol.

Alternatively, other communication protocols may be used e.g. TTP (Time- Triggered Protocol), Flexray, Ethernet, etc. In this way signals and data described herein may be exchanged between different units, devices, sensors and/or detectors etc. in the vehicle 1 . Sometimes signals and data are transferred wirelessly between the different units, devices, sensors and/or detectors etc.

The control arrangement 25 is configured to control access to vehicle functions of a vehicle 1 , as will now be explained in further detail.

The control arrangement 25 is configured to obtain the identity signal received by the wireless detector arrangement 24 and to determine, based on the obtained identity signal, whether the wireless authentication device 1 1 is present in one or more of the plurality of the vehicle zones 6a, 7a, 8a, 9a, 28a. The identity signal may be received from the reception point 6b, 7b, 8b, 9b, 28b as an analogue signal. Alternatively, some processing is done in the reception point 6b, 7b, 8b, 9b, 28b and the control arrangement 25 may then e.g. receive a digital identity signal and corresponding property data. The control arrangement 25 is further configured to control access to vehicle functions corresponding to the plurality of vehicle zones 6a, 7a, 8a, 9a, 28a, based on the determination. The identity signal is thus received at, at least one of the reception points 6b, 7b, 8b, 9b, 28b of the vehicle 1 , and is then sent to the control arrangement 25. For example, the identity signal is sent to the main control unit 14.

The control arrangement 25, e.g. the main control unit 14, is further configured to determine whether the wireless authentication device 1 1 is present in one or more of the plurality of the vehicle zones 6a, 7a, 8a, 9a, 28a based on that the identity signal meets one or several criteria, for the identity of the authentication device 1 1 , for a received signal strength indicator of the identity signal, for which reception point the identity signal was received at, and/or for the direction of the identity signal. Thus, by e.g. processing the identity signal, information can be retrieved that can be used for determining in which zone the authentication device 1 1 is located. In other words, the control arrangement 25 is configured to analyze one or more properties of the identity signal and to determine whether the wireless authentication device 1 1 is present in one or more of the plurality of the vehicle zones 6a, 7a, 8a, 9a, 28a based on the analysis. For example, the identity of the authentication device 1 1 must be previously known to the control arrangement 25. The identity is e.g. registered in the vehicle in a workshop, which is a procedure that requires high security, e.g. it requires the so called immobilizer codes of the vehicle 1 . If the identity of the authentication device 1 1 cannot be authenticated, the driver cannot get access to any functions. So, at first, the authentication device 1 1 has to be authenticated by the control arrangement 25. Further, depending on which reception point the identity signal was received at, it can be distinguished in which zone the authentication device 1 1 is located. Thus, the control arrangement 25 keeps track on which reception point the identity signal was received at. Also, by determining the signal strength, e.g. the received signal strength indicator (RSSI), of the identity signal, it can be distinguished which zone the authentication device 1 1 is located in. The higher the strength, the closer the authentication device 1 1 is to the reception point. Thus, if the identity signal has been received at a plurality of reception points, by determining and comparing the signal strength of the received signals, the reception point receiving the identity signal with the highest strength can be distinguished and thus the zone where the authentication device 1 1 is located. The signal strength can also be used for defining the zones. To be within a zone of a reception point, the reception point of that zone has to receive an identity signal with a signal strength of at least a predetermined threshold. This predetermined threshold is a design parameter of the whole system 23 and depends e.g. on the wavelength of the transmitted signal. Further, depending on the direction of the identity signal, it can be distinguished in which zone the authentication device 1 1 is located. For example, a reception point may be shielded from receiving the identity signal from some directions outside the zone of the reception point. Thus, if that shielded reception point receives an identity signal, it can be determined that the

authentication device 1 1 is within the zone of the reception point. Some or all of the above described criteria may of course be combined to establish a more secure and reliable determination of in which zone the authentication device 1 1 is located. Thus, when it has been determined which zone or zones the authentication device 1 1 is located in, and thereby also in which zone or zones the authentication device 1 1 is not located, the control arrangement 25 can react upon the

information and give access or restrict access to vehicle functions related to the zones. For example, upon a determination that the wireless authentication device 1 1 is present in one of the plurality of vehicle zones 6a, 7a, 8a, 9a, 28a, the control arrangement 25 is arranged to enable access to the vehicle function related to the vehicle zone 6a, 7a, 8a, 9a, 28a where the wireless authentication device 1 1 is present. In some embodiments, the main control unit 14 sends information to the other control units 12, 13, 15 where the authentication device 1 1 is located, and the other control units independently determine if the

authentication device 1 1 is located within a zone of the function the respective control unit is responsible for and independently grants access to the vehicle function if the authentication device 1 1 is present within the zone. The granting of access, or unblocking, may include that the function is powered, that is, the control circuit for the specific function is powered, or wakened up. For example, when the driver 10 is standing with the authentication device 1 1 in the zone 9a of the tail gate 4, the control circuitry of the function of the tail gate 4 in the control unit 15, and any control circuitry of the function of the tail gate 4 in the control panel 5 are powered.

Further, upon a determination that the wireless authentication device 1 1 is not present in one of the plurality of vehicle zones 6a, 7a, 8a, 9a, 28a, the control arrangement 25 is arranged to disable, or block, access of the vehicle function being associated to the vehicle zone 6a, 7a, 8a, 9a, 28a where the wireless authentication device 1 1 is not present. Also here, the main control unit 14 sends information to the other control units 12, 13, 15 where the authentication device 1 1 is located, and the other control units independently determine if the

authentication device 1 1 is not located within a zone of the function the respective control unit is responsible for, and independently block access to the vehicle function if the authentication device is not present within the zone. The blocking of the function, or disabling of the function, may include to stop powering the function, that is, power to the control circuit for the specific function is stopped, or the specific function is set into a sleep mode. The system 23 may have different areas of operation, for example, when the vehicle 1 is in a mechanical workshop the system 23 may be disabled. The system 23 may include more than one authentication device 1 1 , e.g. if there are several operators of the vehicle 1 . The system 23 may be set up in a standard configuration that may be changed according to needs. For example, different zones and functions may be connected.

The disclosure also relates to a method for controlling access to vehicle functions of a vehicle, for example the vehicle 1 in Fig. 1 and 2. As previously explained, each vehicle function is associated with a zone of a plurality of the vehicle zones 6a, 7a, 8a, 9a, 28a. The vehicle functions include operating functions of the vehicle 1 and one or several auxiliary functions of the vehicle 1 . Further, the one or several auxiliary functions comprises one or several of: control of tail lift 4, control of outside light of the vehicle 1 and trailer 2b attachment/detachment. The vehicle zone 6a related to driving the vehicle 1 is a vehicle zone limited to the cabin 3 of the vehicle 1 , and is separated from the other vehicle zones 7a, 8a, 9a, 28a related to the auxiliary functions of the vehicle 1 .

The proposed method will now be described with reference to the flowchart in Fig. 6. The method may for example be implemented with the previously described system 23. Thus, a driver 10 is wearing an authentication device 1 1 and wants to access one of the vehicle functions that has previously been described. The wireless authentication device 1 1 sends out an identity signal, in response to a driver pressing a button on the device 1 1 or in response to receiving a wake-up signal from the vehicle 1 . The method comprises receiving SO the identity signal from the wireless authentication device 1 1 , in one or several of the previously described reception points. For example, the method comprises receiving SO the identity signal transmitted by the wireless authentication device 1 1 at a plurality of reception points, wherein each reception points 6b, 7b, 8b, 9b, 28b is associated with one vehicle zone of the plurality of vehicle zones 6a, 7a, 8a, 9a, 28a. The method further comprises determining S1 , based on the received identity signal, whether the wireless authentication device 1 1 is present in one or more of the plurality of vehicle zones 6a, 7a, 8a, 9a, 28a.

For example, the determining S1 comprises determining whether the wireless authentication device 1 1 is present in one or more of the plurality of the vehicle zones 6a, 7a, 8a, 9a, 28a based on that the identity signal meets one or several criteria, for the identity of the authentication device 1 1 , for a signal strength of the identity signal, for which reception point the identity signal was received at and/or for the direction of the identity signal.

The method further comprises controlling access S2 to the vehicle functions corresponding to the plurality of vehicle zones based on the determining S1 . For example, upon determining S1 that the wireless authentication device 1 1 is present in one of the plurality of vehicle zones 6a, 7a, 8a, 9a, 28a, the method comprises enabling access S2 to the vehicle function related to the vehicle zone 6a, 7a, 8a, 9a, 28a where the wireless authentication device 1 1 is present.

Further, the method comprises upon determining S1 that the wireless

authentication device 1 1 is not present in one of the plurality of vehicle zones 6a, 7a, 8a, 9a, 28a, disabling access S2 of the vehicle function related to the vehicle zone 6a, 7a, 8a, 9a, 28a where the wireless authentication device 1 1 is not present.

In one example user scenario, the driver 10 stops the vehicle 1 for unloading some goods. The vehicle 1 is implementing the system 23 as previously described. The driver 10 climbs out of the vehicle 1 and walks towards the end tail of the vehicle 1 . When he tries to operate the tail lift 4, the tail lift control terminal 5 is blocked. The system 23 cannot find that the authentication device 1 1 is in the zone 9a where the authentication device 1 1 has to be to allow operation of the tail lift 4, and thereby block operation of the tail lift 4. The driver 10 realizes that he has forgotten the authentication device 1 1 in the cabin 3. He walks back to the cabin 3, finds the authentication device 1 1 and walks back to the tail lift 4. He is now in the zone 9a of the tail lift function. He presses a button on the

authentication device 1 1 , whereupon the authentication device 1 1 sends out an identity signal. The identity signal is received at a plurality of reception points, among them the reception points 9b for the tail lift function and the reception point 8b for the working lights 27 on the left-hand side of the vehicle 1 (seen from the front). As mentioned above, the identity signal may also be transmitted without interaction of the driver, e.g. in response to a wake-up signal transmitted by the vehicle or it may be periodically transmitted or triggered by any other action such as a motion sensor in the authentication device 1 1 . The identity signal is forwarded to the main control unit 14 from the two reception points 8b, 9b. The main control unit 14 received the identity signal and authenticates the identity of the authentication device 1 1 using the received identity signals, and compares the signal strength of the identity signal from the respective reception points with respective thresholds. The respective signal strength of the signals is within the respective threshold. Based on the information that the device 1 1 is authenticated, is received at both the reception points 8b and 9b and is within both the zones 8a and 9b, the driver gets access both to the function of the tail lift 4 and to the working light 27. The working light 27 is configured to be automatically switched when accessible, so the working light 27 is switched on. As the authentication device 1 1 is no longer in the cabin 3, the operating functions of the vehicle 1 are being blocked and are not accessible. According to one embodiment, the vehicle engine may still be running, but the functions for driving the vehicle 1 such as the throttle are blocked for usage.

The present disclosure is not limited to the above-described preferred

embodiments. Various alternatives, modifications and equivalents may be used. Therefore, the above embodiments should not be taken as limiting the scope of the disclosure, which is defined by the appending claims.