U.S. patent application number 12/926581 was filed with the patent office on 2012-01-12 for telematics enhanced mobile device safety interlock.
Invention is credited to Drew Morin, Sean Murphy, Lance D. Pitt, Erik Wallace.
Application Number | 20120006610 12/926581 |
Document ID | / |
Family ID | 45437781 |
Filed Date | 2012-01-12 |
United States Patent
Application |
20120006610 |
Kind Code |
A1 |
Wallace; Erik ; et
al. |
January 12, 2012 |
Telematics enhanced mobile device safety interlock
Abstract
A vehicle includes a telematics controller and at least three
short range, low power interior transceivers, one of which is
focused on a vehicle's driver's seat only. At least two additional
individual short range, low power interior transceivers are focused
on a front passenger seat, and a rear seat. A fourth or more short
range, low power interior transceiver may be included in a larger
vehicle. Synergistic interaction is provided between a vehicle's
telematics controller and wireless devices (e.g. cell phones, smart
phones, PDAs, wireless laptops, etc.) to parametrically control at
least one wireless service or other operation of a wireless device
presumed operated by the driver of the vehicle. Example wireless
services blocked or forced into a safe mode (such as hands-free
operation) include SMS, Email, and Voice services.
Inventors: |
Wallace; Erik; (Annapolis,
MD) ; Morin; Drew; (Davidson, MD) ; Pitt;
Lance D.; (Kent, WA) ; Murphy; Sean; (Pleasant
Hill, CA) |
Family ID: |
45437781 |
Appl. No.: |
12/926581 |
Filed: |
November 29, 2010 |
Related U.S. Patent Documents
|
|
|
|
|
|
Application
Number |
Filing Date |
Patent Number |
|
|
61344381 |
Jul 9, 2010 |
|
|
|
61344382 |
Jul 9, 2010 |
|
|
|
Current U.S.
Class: |
180/272 |
Current CPC
Class: |
H04M 1/67 20130101; Y02D
30/70 20200801; H04M 2250/02 20130101; H04M 1/6091 20130101; H04M
1/72436 20210101; H04M 1/72412 20210101 |
Class at
Publication: |
180/272 |
International
Class: |
B60K 28/02 20060101
B60K028/02 |
Claims
1. A telematics enhanced mobile device safety interlock for a
vehicle, comprising: at least three short range, low power
transceivers mountable within a vehicle; a trilateration module, in
communication with said at least three transceivers, to trilaterate
a position of an operating wireless device within said vehicle and
determine if said operating wireless device is being operated from
a driver's seat of said vehicle; and a safety module to force a
safety mode of operation of said wireless device when operated from
said driver's seat.
2. The telematics enhanced mobile device safety interlock for a
vehicle according to claim 1, wherein: said safety module forces
said safety mode of operation only if said vehicle is currently
being operated by a requestor of mobile services.
3. The telematics enhanced mobile device safety interlock for a
vehicle according to claim 1, further comprising: a cellular front
end communications module, mounted in said vehicle and in
communication with said trilateration module.
4. The telematics enhanced mobile device safety interlock for a
vehicle according to claim 3, wherein: said safety module is
triggered via said cellular front end communications module.
5. The telematics enhanced mobile device safety interlock for a
vehicle according to claim 1, wherein: said safety module is
triggered by said trilateration module.
6. The telematics enhanced mobile device safety interlock for a
vehicle according to claim 1, wherein: said at least three short
range, low power transceivers are piconet transceivers.
7. The telematics enhanced mobile device safety interlock for a
vehicle according to claim 1, wherein: said at least three short
range, low power transceivers are Bluetooth transceivers.
8. The telematics enhanced mobile device safety interlock for a
vehicle according to claim 1, wherein: said at least three short
range, low power transceivers are infrared transceivers.
9. The telematics enhanced mobile device safety interlock for a
vehicle according to claim 1, further comprising: a plurality of
seat sensors within said vehicle; wherein safety blockage of said
wireless device is triggered only if said mobile device is
determined to be operated by said driver.
10. The telematics enhanced mobile device safety interlock for a
vehicle according to claim 1, wherein said wireless device
comprises: a laptop.
11. The telematics enhanced mobile device safety interlock for a
vehicle according to claim 1, wherein said wireless device
comprises: a smartphone.
12. A telematics enhanced mobile device safety interlock for a
vehicle, comprising: at least three short range, low power
transceivers mountable within a vehicle; a triangulation module, in
communication with said at least three transceivers, to triangulate
a position of an operating wireless device within said vehicle and
determine if said operating wireless device is being operated from
a driver's seat of said vehicle; and a safety module to force a
safety mode of operation of said wireless device when operated from
said driver's seat.
13. The telematics enhanced mobile device safety interlock for a
vehicle according to claim 12, wherein: said safety module forces
said safety mode of operation only if said vehicle is currently
being operated by a requestor of mobile services.
14. The telematics enhanced mobile device safety interlock for a
vehicle according to claim 12, further comprising: a cellular front
end communications module, mounted in said vehicle and in
communication with said triangulation module.
15. The telematics enhanced mobile device safety interlock for a
vehicle according to claim 14, wherein: said safety module is
triggered via said cellular front end communications module.
16. The telematics enhanced mobile device safety interlock for a
vehicle according to claim 12, wherein: said safety module is
triggered by said triangulation module.
17. The telematics enhanced mobile device safety interlock for a
vehicle according to claim 12, wherein: said at least three short
range, low power transceivers are piconet transceivers.
18. The telematics enhanced mobile device safety interlock for a
vehicle according to claim 12, wherein: said at least three short
range, low power transceivers are Bluetooth transceivers.
19. The telematics enhanced mobile device safety interlock for a
vehicle according to claim 12, further comprising: a plurality of
seat sensors within said vehicle; wherein safety blockage of said
wireless device is triggered only if said mobile device is
determined to be operated by said driver.
20. A method of restricting use of a mobile device in a non-parked
vehicle, comprising: detecting attempted use of a mobile device
within said vehicle; determining a seat position of said mobile
device to be a driver's seat; and triggering a safety interlock
module to cause restriction of use of said mobile device.
21. The method of restricting use of a mobile device in a
non-parked vehicle according to claim 20, wherein said restriction
of use comprises: prevention of operation of an Email
application.
22. The method of restricting use of a mobile device in a
non-parked vehicle according to claim 20, wherein said restriction
of use comprises: prevention of operation of a text messaging
application.
23. The method of restricting use of a mobile device in a
non-parked vehicle according to claim 20, wherein said restriction
of use comprises: forced hands-free mode of operation of said
mobile device.
24. The method of restricting use of a mobile device in a
non-parked vehicle according to claim 20, wherein: said seat
position is determined using triangulation of an RF signal from
said mobile device.
25. The method of restricting use of a mobile device in a
non-parked vehicle according to claim 20, wherein: said seat
position is determined using a physical seat sensor of a driver
indicating an only occupant of said vehicle.
26. The method of restricting use of a mobile device in a
non-parked vehicle according to claim 20, further comprising:
communicating between said safety interlock module and said mobile
device using a Bluetooth signal.
Description
[0001] This application claims priority from U.S. Provisional No.
61/344,381 to Wallace et al., entitled "Telematics Enhanced Mobile
Device Safety Interlock" filed Jul. 9, 2010; and from U.S.
Provisional No. 61/344,382 to Wallace et al., entitled "Telematics
Basic Mobile Device Safety Interlock" filed Jul. 9, 2010, the
entirety of both of which are expressly incorporated herein by
reference.
BACKGROUND OF THE INVENTION
[0002] 1. Field of the Invention
[0003] This invention relates generally to telecommunications. More
particularly, it relates to a safety interlock system blocking
usage of given telecommunication services while operating a
vehicle.
[0004] 2. Background of the Related Art
[0005] When a mobile subscriber is a mere passenger (not the
driver/operator) in any kind of ground transportation it is
perfectly safe to use a mobile device to access mobile services.
However, when the mobile subscriber is operating a vehicle, use of
mobile services may pose a significant danger.
[0006] Studies have shown that a vehicle operator sending a text
message exhibits a response time that is markedly slower than an
intoxicated driver. A driver who accesses mobile services will
respond slowly to a crisis, resulting in their vehicle traveling
farther before stopping. Other studies published by the insurance
institutes in the U.S. have shown that sending an Email or "Text
Messaging" (sending an SMS message) or web browsing while operating
a vehicle makes the operator less aware of their surroundings and
of their vehicular situation. In fact, those same studies indicate
that a person using mobile messaging services while operating a
vehicle consistently demonstrated stopping distances nearly 50%
longer than persons who were legally intoxicated. Messaging while
operating a vehicle is more dangerous to both the vehicle operator
and people nearby than drunk drivers. Even engaging in a voice
conversation on a wireless device while operating a moving vehicle
has been found in some studies to be just as dangerous as driving
while intoxicated. But in today's mobile society, traveling via
vehicle is the quintessential essence of "being mobile."
[0007] In addition to being able to make phone calls, virtually
every cell phone, PDA, or smartphone on the market today is
manufactured pre-installed with a Short Messaging System (SMS)
(i.e., text messaging), Email, and an Internet browser application.
There are currently few limitations (if any) imposed on when and
where a person can send/receive a message using a mobile device.
Even a wireless enabled laptop can send a text message by sending a
short email to an Email address generally consisting of the target
person's cell phone number "@" a domain operated by the cellular
carrier. These Emails are processed by the cellular carrier and
converted to SMS messages for transmission to the target person's
mobile device.
[0008] In today's SMS infrastructure, the SMSC can interwork with
the Usage Control Server to control time-of-day, day-of-week,
number of SMS messages sent, and other static data. So at least
with respect to this particular mobile service, SMS usage can
currently be blocked at certain times of the day, on certain days,
or after a given number of messages have been sent and/or received.
However, in conventional systems there is no linkage to the SMSC or
usage control server or other part of the network for any data
referring to movement, motion, speed, etc. of the wireless
subscriber. Today this data is at best only statically
employed.
[0009] Currently, every cellular subscriber has the ability to send
or receive text messages or Email from their mobile device as well
as browse web sites without any imposed limitation based on when or
where the user is pursuing such activities--including while they
are actively operating a vehicle. As a result persons operating
vehicles can access mobile services even though doing so makes them
more dangerous than if they were legally intoxicated.
SUMMARY OF THE INVENTION
[0010] In accordance with the principles of the current invention,
a telematics enhanced mobile device safety interlock for a vehicle
comprises at least three short range, low power transceivers
mountable within a vehicle. A trilateration module is in
communication with the at least three transceivers. It trilaterates
a position of an operating wireless device within the vehicle and
determines if the operating wireless device is being operated from
an operator's seat of the vehicle. A safety module forces a safety
mode of operation of the wireless device when operated from the
operator's seat.
[0011] In accordance with another aspect of the invention, a method
of restricting use of a mobile device in a non-parked vehicle
comprises detecting attempted use of a mobile device within the
vehicle. A seat position of the mobile device is determined to be
an operator's seat. A safety interlock module is triggered to cause
restriction of use of the mobile device.
BRIEF DESCRIPTION OF THE DRAWINGS
[0012] Features and advantages of the present invention will become
apparent to those skilled in the art from the following description
with reference to the drawings which:
[0013] FIG. 1 shows an automobile with an enhanced mobile safety
interlock installed, in accordance with the principles of the
present invention.
[0014] FIG. 2 shows trilateration implemented by the telematics
controller shown in FIG. 1, using range measurements rA, rB and rD
from seat-focused short range, low power transceivers, in
accordance with the principles of the present invention.
[0015] FIG. 3 depicts modules in an exemplary telematics
controller, in accordance with the principles of the present
invention.
[0016] FIG. 4 shows an automobile with another embodiment of the
invention wherein a basic mobile safety interlock implements a
single short range, low power transmitter, in accordance with the
principles of the present invention.
DETAILED DESCRIPTION OF ILLUSTRATIVE EMBODIMENTS
[0017] The present inventors have appreciated that mere disablement
of communication services while moving at a speed presumed to be
driving would also inadvertently eliminate perfectly safe operation
of similar modes of communication services for mere passengers in a
vehicle. The present inventors have also appreciated that a key to
achieving greater safety without unduly reducing the utility of
mobile services is to detect whether or not it is the vehicle
operator who is attempting to send a text message, read an email,
etc., then render such usage safe, either by forcing hands-free use
of that service if relevant and available, or by blocking use of
that particular service for a temporary period of time (or for as
long as the vehicle remains in a non-parked condition.)
[0018] One conventional definition of "telematics" may have been
understood to be limited to the use of telecommunication equipment
to facilitate automation(s) in automobiles
(http://en.wikipedia.orq/wiki/Telematics). However the etymology of
the word telematics suggests that it can refer to any sharing of
computer based information over some distance. As such, as used
herein, a mobile device is described as being in communication with
the automobile's computer system, i.e., its telematics system.
[0019] Some conventional on-board vehicle telematics systems have
the ability to detect seats which are occupied, e.g., whether a
driver is present in the driver's seat, and whether a front seat
passenger is also present. There are a variety of technologies used
to accomplish this, the most common of which is a weight sensor
built into the respective seats conventionally used to determine
whether or not to disarm a passenger side air bag.
[0020] Privately owned and operated vehicles constitute the most
significant danger in terms of the sheer number of users who may
attempt to access mobile services while operating a ground vehicle,
because there are far more mobile device owners who drive
automobiles than any other "vehicle operator" demographic. Blocking
dangerous use of mobile devices within private vehicles has a
tremendous ability to eliminate a huge percentage of the source of
potential danger associated with mobile wireless services. Along
this line, an embodiment of the invention (a case that constitutes
the vast majority of the instances of dangerous use of mobile
services while operating a vehicle) is when the vehicle operator is
the solitary adult in the vehicle. Vehicles generally use weight to
determine whether an occupant is an adult. Vehicle occupants whose
weight is below a pre-designated value are considered "juvenile
occupants". Vehicles will not arm the passenger side airbags when
juveniles occupy the front side passenger seat because the airbag
may constitute a greater threat to the juvenile occupant than the
force vectors suffered in a front or side impact when the juvenile
occupant is wearing a seatbelt.
[0021] The invention recognizes that the best way to determine
whether the vehicle operator is attempting to access a mobile
service while moving is for the mobile device to interact with the
vehicle itself, i.e., using a telematics controller in the given
vehicle. Thus, the present invention provides a handset-based
safety interlock that inter-operates the wireless mobile device
with a vehicle's telematics controller which has the ability to
physically sense the specific seats in the vehicle that are
occupied. Though possible to accomplish with trilateration methods
alone, combining knowledge of seats that are occupied together with
triangulation information informing which of the occupied seats is
attempting operation of a restrictable service on a mobile phone,
increases safety results with a higher fidelity handset-based
safety interlock.
[0022] Trilateration uses range measurements from three (3) points
and computes where the arcs of those three line segments intersect.
There is error in trilateration, so an error ellipse in which the
target is located is computed. while similar in end result to
triangulation, trilateration in accordance with the principles of
the present invention is not the same as triangulation.
Trilateration is preferred because the antenna technology included
in the passenger cabin of vehicles typically can not get accurate
angular measurements. Although trilateration can be quite sensitive
to noise in terms of detected range, if the receiver antenna cannot
accurately measure angles then trilateration is preferred by the
inventors herein. In accordance with the invention, trilateration
is preferred for scenarios where the antenna within the passenger
cabin cannot adequately measure angles, and triangulation may be
used and is preferred for scenarios where the antenna within the
passenger cabin is capable of measuring an angle.
[0023] The present invention provides synergistic interaction
between a telematics controller 102 (e.g. computing for vehicles),
wireless devices (e.g. cell phones, smart phones, PDAs, wireless
laptops, etc.), and location infrastructure to parametrically
control the use of wireless devices and associated
services--including but not limited to Short Message System (e.g.
"Text") messages, Email, Voice, and other client services--used by
a vehicle operator.
[0024] Otherwise conventional vehicles include a variety of
mechanical sensors that indicate which seats in a vehicle are
occupied. In accordance with the present invention, a wireless
mobile device takes advantage of features of an otherwise
conventional telematics system by including a "smart safety
interlock" that allows only passengers to access certain mobile
services while in a moving vehicle. In the present invention mobile
communication devices are enabled to interoperate with vehicle
computing systems--via very short range, low power, small bandwidth
communication protocols including but not limited to
"Bluetooth"--so that vehicle information including but not limited
to weight sensor readings can be provided to the mobile device.
[0025] FIG. 1 shows an automobile with an enhanced mobile safety
interlock installed, in accordance with the principles of the
present invention.
[0026] In particular, as shown in FIG. 1, a vehicle includes a
telematics controller 102, and at least three short range, low
power interior transceivers 110, 112, 114, 116. The short range,
low power interior transceiver A 110 is shown focused on a
vehicle's driver's seat only. At least two additional individual
short range, low power interior transceivers B 112 and C 114 are
also included, e.g., focused on a front passenger seat, and a rear
passenger side seat. For increased accuracy, a short range, low
power interior transceiver may be provided adjacent each passenger
seat in the vehicle, which in the shown example adds a fourth rear
driver side short range, low power interior transceiver D 116
focused on a driver's side rear seat.
[0027] For trilateration purposes, it is only important that at
least three short range, low power transceivers (e.g., Bluetooth
transceivers) be included within the vehicle. The inclusion of a
plurality of short range, low power transceivers (e.g., 110-116)
throughout a vehicle interior allows the vehicle's telematics
system to determine with accuracy which occupant is attempting to
access a given mobile service.
[0028] The telematics controller 102 includes a module which
determines from seat sensors and from trilateration from among the
plurality of short range, low power transceivers 110-116, a most
likely occupied seat within the vehicle that is attempting to
access a given mobile service (e.g., SMS, Email, etc.)
[0029] As an alternative to trilateration methods, the telematics
module 102 may simply determine a closest transceiver 110-116 to a
mobile device as measured by the intensity of a received RF (e.g.,
Bluetooth) signal, ideally to provide a 99% dependable indication
of the mobile device's location within the vehicle interior.
[0030] Table 1 illustrates an exemplary method implemented by the
telematics controller 102 to determine which passenger in a given
vehicle is most likely using their mobile device, based upon which
short range, low power interior transceiver 110-116 has the maximum
signal strength with the mobile device and thus is presumed closest
to the mobile device):
TABLE-US-00001 TABLE 1 Interior Interior Interior Interior
Transceiver Transceiver Transceiver Transceiver Passenger "A" 110
"B" 112 "C" 114 "D" 116 Driver MAX SIGNAL STRENGTH Front max signal
max signal Center strength strength Front MAX Right SIGNAL STRENGTH
Back MAX SIGNAL Right STRENGTH Back max signal max signal Center
strength strength Back Left MAX SIGNAL STRENGTH
[0031] A non-driving passenger sitting in a position between
transceivers C 114 and D 116, e.g., in a position such as in the
center of the back seat, may well be detected at nearly the same
signal strength in two of the four interior transceivers (e.g., at
transceivers C 114 and D 116). In this example this would be
presumed to be a passenger sitting in a center of the back seat of
the vehicle.
[0032] This `center of the seat` possibility also exists in a front
bench-seat type seat, in which case a front center passenger's
mobile device will register signal strength nearly equally on
transceivers A 110 and B 112. But few vehicles manufactured today
have a front middle passenger seat. The RF signal (e.g., Bluetooth)
strength detection at each of the transceivers 110-116 for a
passenger sitting in the front center position may well be close
enough to the driver's position to make it virtually impossible to
articulate the difference between a passenger sitting in a front
center seat and a driver. Even though use a mobile device from a
front center position within the vehicle interior may be
inadvertently blocked, such mobile device usage so close to the
driver would likely in any event be distracting to the driver, so
blockage of use of certain mobile services on a device used by a
passenger sitting in the front center would be acceptable to ensure
safety.
[0033] Once it is determined that a mobile device is being
attempted to be used by the driver of a non-parked vehicle, safety
blockage is initiated. The safety blockage may be accomplished at
the mobile device itself with an appropriate instruction signal
from the vehicle's telematics controller 102 via an appropriate
wireless communication path (e.g., a piconet type communication
such as Bluetooth) instructing the carrier servicing the mobile
device to block usage of at least that particular wireless service.
Alternatively, or additionally, the telematics controller 102 may
communicate with the mobile device, via Bluetooth or via the
wireless phone network, forcing the mobile device into a hands-free
mode.
[0034] Alternatively, or additionally, service safety blockage may
be implemented at the subscriber's network level by use of a
"service blockage request" passed from the telematics system 102
over its own wireless telecommunications network, and routed to a
pre-configured service blockage server associated either with the
current carrier (if roaming) or with the carrier of the mobile
device to be blocked.
[0035] Service blockage is preferably limited to a given mobile
service, e.g., SMS, Email, calls, etc., and preferably is
temporary, e.g., for the next several minutes. Once blockage is
implemented for a given service, other services that might not be
appropriate for use by a driver of a vehicle may also be blocked at
that time.
[0036] FIG. 2 shows trilateration implemented by the telematics
controller 102 shown in FIG. 1, using range measurements rA, rB and
rD from seat-focused short range, low power transceivers A 110, B
112 and D 116, in accordance with the principles of the present
invention.
[0037] In particular, as shown in FIG. 2, the method illustrated in
Table 1 is enhanced by the use of trilateration performed within a
vehicle's telematics controller 102 to accurately compute the seat
location of a transmitting mobile device, as detected by reception
of an RF communication signal and/or Bluetooth signal from the
mobile device at each of the internal transceivers 110-116.
[0038] Echo cancellation techniques may be implemented at the
transceivers 110-116 to digitally remove echoes received from an
original signal from the mobile device. With echoes removed or
significantly attenuated, a distance from any of the transceivers
110-116 to the transmitting mobile device may be calculated with an
accurate time measurement of the same signal component of a
transmission from the mobile device to each of the internal
transceivers 110-116.
[0039] Although FIG. 2 shows trilateration using range measurements
from Transceivers "A", "B", and "D" (i.e. "rA", "rB", and "rD")
there is no reason that the location determination couldn't be made
with range measurements from any subset of three (3) out of the
total quantity of transceivers A-D 110-116 within the vehicle. And
while disclosed embodiments show the implementation of four
transceivers within the internal cavity of a vehicle, a larger
vehicle with several or more seats may include additional
transceivers focused on those additional seats, within the
principles of the present invention.
[0040] In accordance with the principles of the present invention,
at least three receivers (which may be transceivers in a more
sophisticated implementation) are required to permit trilateration
and calculation in a 2-dimensional plane of the location of a given
active mobile device. If more than three receivers are implemented,
accurate location of a mobile device within the vehicle may be
obtained using any subset of at least three of the receivers.
[0041] The mathematical details of trilateration are well known to
those of skill in the art (e.g., at the web site
http://en_wikipedia.org/wiki/Trilateration), and thus will not be
included herein.
[0042] Though trilateration may be performed for any/all mobile
devices operated within a given vehicle, for the purposes of the
present invention a significant improvement in safety is provided
by the dependable detection of the location of only a mobile device
attempted to be operated by the driver of the vehicle, and safety
imposed blockage or forced hands-free operation thereof.
[0043] According to another aspect of the present invention, the
short range, low power, small bandwidth communication protocol
usage is mandatory for the wireless device user when within the
confines of the relevant automobile. As an example, in one
embodiment, the vehicle computing system has authority to start any
required application within the wireless device to automatically
enable Bluetooth or other communications if not already enabled
within the wireless device.
[0044] FIG. 3 depicts modules in an exemplary telematics
controller, in accordance with the principles of the present
invention.
[0045] In particular, as shown in FIG. 3, the telematics controller
102 includes the otherwise conventional telematics module 302 and
associated cellular RF front end 304. However, in accordance with
the invention, the telematics controller 102 further includes a
safety interlock module 300 and associated Bluetooth front end 310.
Multiple antennas 110-114 are located within the operator/passenger
cabin of the vehicle. Conventional seat sensors 319 are monitored
by the telematics controller 102 to sense occupied seats within the
vehicle.
[0046] Detection that a vehicle is driving may be derived from a
non-parked indication from the telematics controller 102.
[0047] Alternatively, driving may be inferred by the wireless
network itself by detection of movement of the subscriber. In
particular, the cellular infrastructure has the capability to
determine when a mobile device is actually moving. In accordance
with the invention, a mobile device cooperates with cellular
network infrastructure to detect its rate of movement and location
relative to known roadways. In this way, the mobile device itself
may impose safe operation by blocking its own use of certain
features of the wireless mobile device, e.g., SMS, Email, and web
browsing applications, and/or blocking that device's access to
network mobile services, when in a moving vehicle as detected by
motion. Motion or velocity is a simple function of changes in
location over time, and can be determined by an on-board GPS system
and/or a location determining elements of a wireless network. Every
cellular mobile device, be it CDMA, TDMA, GSM, WiMAX, LTE, and even
VoIP, communicates with a cellular base station. As the mobile
device moves and signal quality with a current base station with
which the mobile device is communicating begins to degrade, the
cellular network transfers communication with that device to a
different base station having better signal quality. That transfer
(referred to as a "handoff") occurs again and again as the mobile
device continues to move. Transfers between base stations can be
used as a presumed measure of motion of the mobile device, though
this is a relatively low fidelity measurement of motion.
Nevertheless, it allows detection of movement of every cellular
mobile device regardless of its technology, old or new. Better yet
is use of an internal Global Positioning System (GPS) chipset
present in most modern cellular mobile devices, allowing the
wireless device to receive GPS signals and locate itself. Based on
repeated GPS location information an accurate determination as to
both location and speed computed. The Federal Communications
Commission (FCC) has mandated that all cellular carriers be able to
precisely (i.e. within 150 ft) locate mobile devices that are
communicating with the carriers' cellular network(s) regardless of
whether or not the mobile device is GPS enabled. All wireless
carriers operating in the U.S. have added various Position
Determination Equipment(s) (PDEs) to their wireless networks
allowing them to accurately locate all subscribers and thus comply
with the FCC mandate.
[0048] A rough determination of speed may be calculated from at
least two location determinations for a given wireless device,
allowing computation of velocity of the wireless device as a
function of the distance the wireless device travels divided by the
amount of time elapsed between location determinations.
[0049] When a distance vector is computed starting at the first
location and ending at the second location a velocity vector may be
derived that represents not only where the mobile device is
currently located but also the direction in which the mobile device
moved, and the velocity at which the device moved.
[0050] Some mobile devices even include accelerometer chipsets with
which to directly detect motion on three axes of measurement
(up-down, side-to-side, and forward-back).
[0051] In addition to cell data, some wireless devices are
otherwise conventionally able to provide measurements of
transmission strength to/from a list of cell towers in addition to
the location of the current cell site. This measured power level
data in addition to cell data is used to provide an enhanced view
of location and movement, in accordance with another embodiment of
the invention.
[0052] In another aspect, the present invention implements a simple
safety interlock by blocking use of certain mobile services if the
calculated velocity of a given wireless device exceeds a certain
value presumed to correspond with use within a moving vehicle. The
need to implement the safety-interlock blockage of wireless
services may be determined and implemented by the wireless device,
or the service blockage may be determined and implemented within
the carrier network.
[0053] When the mobile device receives "velocity" and "adult
passenger count" from the vehicle, if the velocity is greater than
zero (0) and the adult passenger count is less than or equal to one
(1) then the mobile device disables the use of mobile services.
TABLE-US-00002 IF ((velocity > 0) and (adult_passenger_count
<= 1)) then DISABLE_MOBILE SERVICES DISPLAY VISUAL WARNING ON
MOBILE DEVICE END IF
[0054] Safety is not an absolute. Safety is incremental . . .
safety is a matter of probabilities. There is nothing that is
"perfectly safe" but many things that have been deemed safe enough
for consumption by the general public.
[0055] Also, it's distinctly possible that dealing with just this
one scenario--the solitary adult vehicle occupant scenario--may
eliminate enough of the problem domain that no further safeguards
are needed.
[0056] Every other case is more complex than the "Solitary Adult
Vehicle Occupant" scenario.
[0057] Difficulty inherent with any "multiple adult vehicle
occupants" scenario is determining precisely which occupant is
attempting to access mobile services.
[0058] The present invention recommends that interoperation between
a vehicle's telematics controller 102 and a mobile device be
extended such that while inside the vehicle the mobile device
communicates only with the vehicle's telematics controller 102
(e.g., via Bluetooth communications) and then the vehicle's
telematics controller 102 relays the mobile communication signals
to its wireless infrastructure. This yields two desirable end
results: (1) The ability to detect which occupant is attempting to
use a mobile device; and (2) Improved battery life for the mobile
device because the mobile device can temporarily either disable its
high power RF circuitry necessary to communicate with cell towers
in favor of just its Bluetooth wireless network front end, thus
reducing its draw on its own battery power.
[0059] The present invention recommends that vehicle telematics
systems include several short range, low power interior
transceivers in each corner of the vehicle interior for passenger
vehicles intended to carry 2 to 6 passengers (see FIG. 1), and
ideally also in the middle of the vehicle near the roofline for
vehicles meant to carry more than 6 passengers.
[0060] Once the telematics controller 102 determines "velocity" or
other non-parked condition; and a Boolean value representing
"transmission from operator" from the vehicle, if the vehicle is
not in `Park`, or if the velocity is greater than zero (0), and the
adult passenger count is greater than one (1) and the transmission
from operator Boolean is equal to "TRUE" then the mobile device
disables the use of Mobile Services.
TABLE-US-00003 IF ((velocity > 0) and (adult_passenger_count
> 1) and (XMIT_FROM_OPERATOR = "TRUE")) then DISABLE_MOBILE
SERVICES DISPLAY VISUAL WARNING ON MOBILE DEVICE END IF
[0061] A Smart Safety Interlock in accordance with the principles
of the present invention may be implemented on large-scale
vehicles, e.g., on mass transit vehicles, using the principles of
the present invention. For instance:
TABLE-US-00004 IF ((velocity > 0) and (adult_passenger_count
> 1) and (XMIT_FROM_OPERATOR = "TRUE")) then DISABLE_MOBILE
SERVICES DISPLAY VISUAL WARNING ON MOBILE DEVICE END IF
[0062] FIG. 4 shows an automobile with another embodiment of the
invention wherein a basic mobile safety interlock implements a
single short range, low power transmitter, in accordance with the
principles of the present invention.
[0063] In particular, as shown in FIG. 4, a cellular telematics
controller 502 is implemented in a vehicle containing a safety
module that causes a safety interlock with a wireless device
operated by a driver via a single short range, low power interior
transmitter 510.
[0064] In this embodiment of the invention, vehicle operation
safety is improved without indiscriminately blocking all mobile
devices within the vehicle by sending a signal only to the vehicle
operator's mobile device, causing only the driver's mobile device
to disable mobile services.
[0065] In this embodiment, only one telematics transmitter 510 is
included in the vehicle's interior. The single telematics
transmitter 510 (e.g., a Bluetooth transmitter) is positioned such
that the driver will always be the occupant nearest to the
transmitter (see FIG. 4).
[0066] The signal strength from the single telematics transmitter
510 is carefully attenuated so that only the driver's mobile device
will receive the signal and only the driver's mobile device will
disable mobile services.
[0067] In operation, a safety interlock is triggered in the
driver's mobile device by transmitting a block instruction signal
from the vehicle's telematics controller 502, via the very short
range, low power, small bandwidth communication protocols such as
"Bluetooth" transmitter 510. The block instruction signal instructs
the driver's mobile device to temporarily disable its mobile
services.
[0068] The block instruction signal may be qualified by an
independent detection that the vehicle is in a driving condition.
The driving condition may be determined when the vehicle is
started, and its transmission is in a non-parked condition.
Alternatively driving may be measured, e.g., when the velocity of
the vehicle is detected to be greater than zero (0), thus causing
the telematics controller 502 to broadcast a signal through the
short range, low power interior transmitter 510 that causes any
mobile device within its one seat range to disable the use of
mobile services.
TABLE-US-00005 IF (velocity > 0) then vehicle telematics begins
to broadcast DISABLE_MOBILE SERVICES signal END IF
[0069] While it's true that this invention is not "safer" than
total disablement of all mobile services while any mobile device is
in motion presumed to correspond with driving, it enables a vast
majority of mobile subscribers to continue to use these mobile
services if they aren't the vehicle operator, thus significantly
improving safety to a universally acceptable level for all people
in a vehicle.
[0070] The present invention provides improved mobile device
battery life, allowing the vehicle to relay telecommunications to
the surrounding cellular infrastructure will allow mobile devices
to temporarily (i.e. while aboard the vehicle) reduce transceiver
power to minimum settings. This would also provide a reduced risk
of any adverse health effects caused by continuous close exposure
to higher power RF radiation. Moreover, allowing mobile devices to
operate via Bluetooth communications with a vehicle's telematics
controller 102 with its own cellular front end turned off or left
at a minimum transceiver power setting reduces exposure to RF
radiation within the vehicle.
[0071] The present invention provides improved management of
presence & availability, e.g., by providing the ability to
detect whether a mobile device subscriber is currently operating a
vehicle, and thus the basis to automatically, by network control,
alter that user's "availability" settings to indicate some variant
of "unavailable", until the mobile device detects that the vehicle
is `parked` or otherwise no longer being operated by the user of
that mobile device.
[0072] The present invention to vehicles other than just
transportation vehicles. For instance, someone operating a crane or
a back-hoe ought not to be sending SMS messages or using other
mobile services while operating the vehicle in precisely the same
way that a bus driver or someone driving an automobile ought not to
be distracted by mobile services.
[0073] While the invention has been described with reference to the
exemplary embodiments thereof, those skilled in the art will be
able to make various modifications to the described embodiments of
the invention without departing from the true spirit and scope of
the invention.
* * * * *
References