U.S. patent application number 13/384470 was filed with the patent office on 2012-05-17 for system and method for controlling privacy mode operation in a vehicle.
This patent application is currently assigned to FORD GLOBAL TECHNOLOGIES, LLC. Invention is credited to Brian Bennie, Doron M. Elliott, David Anthony Hatton, Gary Jablonski, Thomas Lee Miller.
Application Number | 20120122525 13/384470 |
Document ID | / |
Family ID | 43544578 |
Filed Date | 2012-05-17 |
United States Patent
Application |
20120122525 |
Kind Code |
A1 |
Miller; Thomas Lee ; et
al. |
May 17, 2012 |
SYSTEM AND METHOD FOR CONTROLLING PRIVACY MODE OPERATION IN A
VEHICLE
Abstract
In at least one embodiment an apparatus that includes a
communication module is provided. the communication module is
configured to enable a driver to control the operation of a
portable occupant communication device (OCD) in a hands free mode
and to transmit a first command to the portable OCD to disable the
hands free mode and to activate a privacy mode for enabling the
driver to control the OCD via switches positioned on the OCD. The
communication module is further configured to receive a driver
performance signal that is indicative of the driver's performance
while the privacy mode is active and to transmit a second command
to the portable OCD to deactivate the privacy mode and to
reactivate the hands free mode based on the driver performance
signal.
Inventors: |
Miller; Thomas Lee; (Ann
Arbor, MI) ; Bennie; Brian; (Sterling Heights,
MI) ; Elliott; Doron M.; (Detroit, MI) ;
Hatton; David Anthony; (Berkley, MI) ; Jablonski;
Gary; (Saline, MI) |
Assignee: |
FORD GLOBAL TECHNOLOGIES,
LLC
Dearborn
MI
|
Family ID: |
43544578 |
Appl. No.: |
13/384470 |
Filed: |
May 7, 2010 |
PCT Filed: |
May 7, 2010 |
PCT NO: |
PCT/US10/34032 |
371 Date: |
January 17, 2012 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
61231625 |
Aug 5, 2009 |
|
|
|
Current U.S.
Class: |
455/569.2 |
Current CPC
Class: |
H04M 1/72463 20210101;
H04M 1/6083 20130101; H04M 1/67 20130101; H04M 1/6075 20130101;
H04M 1/6091 20130101 |
Class at
Publication: |
455/569.2 |
International
Class: |
H04W 4/04 20090101
H04W004/04 |
Claims
1. An apparatus comprising: a communication module positioned
within a vehicle and being configured to: enable a driver to
control the operation of a portable occupant communication device
(OCD) in a hands free mode; transmit a first command to the
portable OCD to disable the hands free mode and to activate a
privacy mode for enabling the driver to control the OCD via
switches positioned on the OCD; receive a driver performance signal
that is indicative of the driver's performance while the privacy
mode is active; and transmit a second command to the portable OCD
to deactivate the privacy mode and to reactivate the hands free
mode based on the driver performance signal.
2. The apparatus of claim 1 wherein the communication module is
further configured to transmit at least one of the first command
and the second command over a wireless protocol to the portable
OCD.
3. The apparatus of claim 1 wherein the driver performance signal
corresponds to at least one detected electronic stability control
event.
4. The apparatus of claim 1 wherein the driver performance signal
corresponds to at least one detected forward collision warning
event.
5. The apparatus of claim 1 wherein the driver performance signal
corresponds to at least one detected blind spot monitoring
event.
6. The apparatus of claim 1 wherein the driver performance signal
corresponds to at least one detected tailgate warning event.
7. The apparatus of claim 1 wherein the driver performance signal
corresponds to a rating that is below a predetermined threshold
level that is a measure of the driver's potential to drift from a
lane or drive off of the road.
8. The apparatus of claim 1 wherein the communication module is
further configured to receive a driver status signal indicating
whether the driver is one of a primary driver and a secondary
driver such that the OCD is further configured to transmit the
second command to the portable OCD to deactivate the privacy mode
and to reactivate the hands free operation based on the driver
status signal indicating that the driver of the vehicle is the
secondary driver and the driver performance signal.
9. The apparatus of claim 8 wherein the vehicle grants greater
control over vehicle functionality to the primary driver than the
control granted to the secondary driver.
10. The apparatus of claim 1 wherein the communication module is
further configured to determine if the portable OCD is
electronically mated thereto and to transmit a signal to command
the driver to electronically mate the portable OCD to the
communication module prior to enabling a driver to control the
operation of a portable occupant communication device (OCD) in the
hands free mode.
11. A method comprising: electronically enabling a driver to
control the operation of a portable occupant communication device
(OCD) in a hands free mode; transmitting a first command to the
portable OCD to disable the hands free mode and to activate a
privacy mode such that the driver controls the OCD via switches
positioned on the OCD; receiving a driver performance signal that
is indicative of the driver's performance while the privacy mode is
active; and transmitting a second command to the portable OCD to
deactivate the privacy mode and to reactivate the hands free mode
based on the driver performance signal.
12. The method of claim 11 wherein transmitting the first command
further comprises transmitting the first command to the OCD on a
wireless protocol from the vehicle.
13. The method of claim 11 wherein transmitting the second command
further comprises transmitting the second to command to the OCD on
a wireless protocol from the vehicle.
14. The method of claim 11 wherein the driver performance signal
corresponds to at least one detected electronic stability control
event.
15. The method of claim 11 wherein the driver performance signal
corresponds to at least one detected forward collision warning
event.
16. The method of claim 11 wherein the driver performance signal
corresponds to at least one detected blind spot monitoring
event.
17. The method of claim 11 wherein the driver performance signal
corresponds to at least one detected tailgate warning event.
18. The method of claim 11 wherein the driver performance signal
corresponds to a rating that is below a predetermined threshold
level that is a measure of the driver's potential to drift from a
lane or drive off of the road.
19. A vehicle apparatus comprising: a driver status controller
configured to receive a wireless signal from a transmitter
indicating whether a driver of a vehicle is one of a primary driver
and a secondary driver and to transmit a driver status signal over
a vehicle communication bus indicating that the driver is the
secondary driver; a communication module configured to: receive the
driver status signal over the vehicle communication bus; enable the
secondary driver to control the operation of a portable occupant
communication device (OCD) in a hands free mode; wirelessly
transmit a first command to the portable OCD to disable the hands
free mode and to activate a privacy mode for enabling the secondary
driver to control the OCD via switches positioned thereon; receive
a driver performance signal over the vehicle communication bus that
is indicative of a driving performance for the secondary while the
privacy mode is active; and wirelessly transmit a second command to
the portable OCD to deactivate the privacy mode for one of
disabling the OCD and reactivating the hands free mode based on the
driver's performance signal.
20. The apparatus of claim 19 wherein the apparatus grants greater
control of vehicle functionality to the primary driver than the
amount of control granted to the secondary driver.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] This application claims the benefit of U.S. provisional
application Ser. No. 61/231,625, filed Aug. 5, 2009, which is
hereby incorporated by reference in its entirety.
BACKGROUND
[0002] 1. Technical Field
[0003] The embodiments described herein generally relate to, among
other things, a system and method for controlling a privacy mode
operation in a vehicle.
[0004] 2. Background Art
[0005] The use of portable communication devices in a vehicle has
become widespread. Such devices may be used while the vehicle is
being driven. Often times, the driver may be distracted and take
his/her eyes off the road while trying to control the communication
device. This condition may increase the risk of driving
accidents.
SUMMARY
[0006] In at least one embodiment an apparatus that includes a
communication module is provided. The communication module is
configured to enable a driver to control the operation of a
portable occupant communication device (OCD) in a hands free mode
and to transmit a first command to the portable OCD to disable the
hands free mode and to activate a privacy mode for enabling the
driver to control the OCD via switches positioned on the OCD. The
communication module is further configured to receive a driver
performance signal that is indicative of the driver's performance
while the privacy mode is active and to transmit a second command
to the portable OCD to deactivate the privacy mode and to
reactivate the hands free mode based on the driver performance
signal.
BRIEF DESCRIPTION OF THE DRAWINGS
[0007] FIG. 1 depicts a system for transmitting vehicle information
to the OCD in accordance to one embodiment of the present
invention;
[0008] FIG. 2 depicts a system for transmitting vehicle information
to the OCD in accordance to another embodiment of the present
invention;
[0009] FIG. 3 depicts a method for transmitting vehicle information
to the OCD in accordance to one embodiment of the present
invention;
[0010] FIG. 4 depicts a method for receiving the vehicle
information at the OCD in accordance to one embodiment of the
present invention;
[0011] FIG. 5 depicts a method for transmitting vehicle information
to the OCD in accordance to another embodiment of the present
invention;
[0012] FIG. 6 depicts a method for receiving vehicle information at
the OCD in accordance to another embodiment of the present
invention;
[0013] FIG. 7 depicts a method for transmitting vehicle information
to the OCD in accordance to another embodiment of the present
invention;
[0014] FIG. 8 depicts a method for transmitting and receiving
information to and from the OCD in accordance to another embodiment
of the present invention;
[0015] FIG. 9 depicts a method for transmitting vehicle information
to the OCD in accordance to another embodiment of the present
invention; and
[0016] FIG. 10 depicts a method for receiving vehicle information
at the OCD in accordance to another embodiment of the present
invention.
DETAILED DESCRIPTION
[0017] Various embodiments of the present invention may enable the
transmission of vehicle data to an occupant communication device
(such as a cell phone, text messaging device or other suitable
device that enables user input (e.g., button selection or voice
input)) to transmit data to another communication device. The OCD
may use the vehicle information to control the manner in which data
is input therein by a vehicle occupant.
[0018] Various embodiments of the present invention may identify
the driver of the vehicle whereby primary and secondary drivers are
determined and various levels of control are granted to the driver
based on whether the driver is the primary driver or the secondary
driver. In general, the primary driver (e.g., a parent, employer,
consumer of valet services, or fleet vehicle owner) may be defined
as the administrative driver who has greater control over the
functionality of the various features (e.g., safety features and/or
safety notification features) in the vehicle. For example, the
primary driver may enable or disable the various features in the
vehicle. The secondary driver may be defined as a restricted driver
who has limited control in enabling and disabling features
generally provided by the vehicle and is to abide by the functional
restrictions imposed or selected by the vehicle or the primary
driver. For example, the primary driver may enable the features for
the secondary driver, and the secondary driver is not capable of
disabling such features when enabled by the primary driver. In one
example, the secondary driver may be permitted to use the OCD while
driving, however the secondary driver may not be permitted to
select buttons/switches positioned on the OCD to control the OCD.
In this example, the secondary driver may use voice input to
control the OCD.
[0019] It is contemplated that the embodiments set forth herein may
be utilized for purposes other than those described and that
challenges or problems noted herein are not intended to be an
exhaustive list of problems that may be overcome by the embodiments
of the present invention. Such challenges or problems are noted for
illustrative purposes and that all of the challenges or problems
that may be overcome by the various embodiments of the present
invention are not described for purposes of brevity. Moreover, it
is contemplated that the embodiments described herein may provide
for a number of advantages (or benefits) and that those noted
herein are not intended to be an exhaustive list that may be
achieved. Such advantages disclosed herein are noted for
illustrative purposes and that all of the advantages achieved by
the embodiments of the present invention are not described for
purposes of brevity as well. Furthermore, the examples provided
herein are disclosed for illustrative purposes and are not intended
to limit the scope in any manner.
[0020] The embodiments of the present invention as set forth in
FIGS. 1-10 generally illustrate and describe a plurality of
controllers (or modules/devices), or other electrically based
components. All references to the various controllers and
electrically based components and the functionality provided for
each, are not intended to be limited to encompassing only what is
illustrated and described herein. While particular labels may be
assigned to the various controllers and/or electrical components
disclosed, such labels are not intended to limit the scope of
operation for the controllers and/or the electrical components. The
controllers may be combined with each other and/or separated in any
manner based on the particular type of electrical architecture that
is desired in the vehicle. It is generally recognized that each
controller and/or module disclosed herein may include, but not
limited to, any number of microprocessors, ICs, memory devices
(e.g., FLASH, RAM, ROM, EPROM, EEPROM, or other suitable variants
thereof), and software which co-act with one another to perform the
various functions set forth below.
[0021] FIG. 1 depicts a system 20 for transmitting vehicle
information to an occupant communication device (OCD) 52 in
accordance to one embodiment of the present invention. The system
20 generally comprises a vehicle interface device 22, a passive
anti-theft security (PATS) controller 30, a body electronics
controller 32, and an auxiliary protocol interface module (APIM)
50. The device 22 includes a display 24 that provides information
related to the various states of vehicle functionality to the
driver. For example, the display 24 may provide, but not limited
to, a driver identification message during vehicle startup, various
administrative menu options, a seatbelt warning message, a speed
limit start up message, vehicle near top speed message, top speed
message, driver identification speed warnings, an inhibit
electronic stability control (ESC), a forward collision warning
(FCW) message, a warning to pair the OCD 52 to the APIM 50 (this
will be described in more detail below), and/or a warning to the
driver that his/her driving performance has degraded while using
the OCD 52. The display 24 may be implemented as a touch screen to
enable a driver to make a selection therefrom.
[0022] The device 22 also includes a plurality of switches 26, a
voice recognition command interface 27, chimes 28, and voice output
capability 29. The driver may toggle the switches 26 to view
different messages and/or select various options. The voice
recognition command interface 27 may enable the vehicle to receive
commands from the driver so that the driver may audibly input
commands and/or responses. One example of a voice recognition
command interface is disclosed in U.S. Patent Publication No.
20040143440 ("the '440 publication"), entitled "Vehicle Speech
Recognition System", filed Dec. 31, 2003.
[0023] The chimes 28 may audibly notify the driver when
predetermined vehicle conditions have been met. In one example, the
device 22 may activate the chimes 28 when the vehicle is near a top
speed, the vehicle has achieved a top speed, the vehicle has
exceeded the top speed, there is a low level of fuel in the fuel
tank, when the traction control is enabled, to notify the driver to
pair the OCD 52 to the APIM 50, and/or to notify the driver that
his/her driving performance has degraded while using the OCD 52. In
one example, the voice output capability 29 enables the device 22
to transmit audio signals to the driver in the manner, but not
limited to, that described in the '440 publication. While the
display 24, the switches 26, the voice input command interface 27,
chimes 28, and the voice output capability 29 are shown within the
device 22, it is contemplated that one or more of these mechanisms
may be positioned exterior to the device 22.
[0024] The device 22, the PATS controller 30, the body electronics
controller 32, and the APIM 50 may communicate with one another via
a data communication bus (or link). The communication bus may be
implemented as a High/Medium Speed Controller Area Network (CAN)
bus, a Local Interconnect Network (LIN), or other suitable data
communication bus that is generally situated to facilitate data
transfer therethrough. The particular type of bus used may vary
based on the desired criteria of a particular implementation.
[0025] The body electronics controller 32 generally controls a
portion or all of the electrical content in an interior section of
the vehicle. In one example, the body electronics controller 32 may
be a smart power distribution junction box (SPDJB) controller. The
SPDJB controller may include a plurality of fuses, relays, and
various micro-controllers for performing any number of functions
related to the operation of interior and/or exterior electrically
based functionality. These functions may include, but not limited
to, electronic locking/unlocking (via interior door lock/unlock
switches), remote keyless entry operation, vehicle lighting
(interior and/or exterior), electronic power windows, and/or key
ignition status (e.g., Off, Run, Start, and Accessory (ACCY)).
[0026] An ignition switch 34 may be operably coupled to the body
electronics controller 32. The body electronics controller 32 may
receive hardwired signals indicative of the position of the
ignition switch 34 and transmit data messages on the data
communication bus that are indicative of the position of the
ignition switch. For example, the body electronics controller 32
may transmit a signal IGN_SW_STS (e.g., whether the ignition is in
the OFF, Run, Start, or Accessory (ACCY) positions) over the data
communication bus to the device 22. The signal IGN_SW_STS
corresponds to the position of the ignition switch (e.g., Off, Run,
Start, or Accessory positions).
[0027] The ignition switch 34 may receive keys 35 to start the
vehicle. Each key 35 includes an ignition key device 36 embedded
therein for communicating with the vehicle. The ignition key device
36 may be in the form of a transponder that includes an integrated
circuit and an antenna. The transponder is adapted to transmit an
electronic code via an RF signal as a signal DRIVER_STATUS to a
receiver (not shown) in the PATS controller 30. The signal
DRIVER_STATUS may be indicative of which driver (e.g., primary or
secondary) is driving the vehicle. The signal DRIVER_STATUS may be
in the form of a radio frequency (RF) based signal or a radio
frequency identification (RFID) tag that corresponds to binary
data. The PATS controller 30 determines if the RF based data in the
signal DRIVER_STATUS matches predetermined data stored therein
(e.g., in a look up table of the PATS controller 30) prior to
allowing the vehicle to start for anti-theft purposes. In the event
the RF based data matches the predetermined data, a powertrain
control module (PCM) 42 (or engine controller) operably coupled to
the PATS controller 30 enables an engine (not shown) to start. In
general, the vehicle assembly plant, supplier facility (e.g.,
manufacturer of the keys and/or PATS controller 30), car
dealership, or vehicle owner performs the operation of learning the
data transmitted by the keys 35. The PATS controller 30 may also
use the data on the signal DRIVER_STATUS for purposes of
identifying whether the driver of the vehicle is the primary driver
or the secondary driver.
[0028] The PATS controller 30 may transmit a signal DRIVER_STATUS_1
to the device 22 to indicate whether the driver is the primary
driver or the secondary driver. Prior to the PATS controller 30
transmitting the signal DRIVER_STATUS_1, the keys 35 need to be
programmed as a primary key or as a secondary key. The manner in
which the keys 35 are designated as either a primary key or a
secondary key is set forth in the following U.S. patent Ser. Nos.:
12/139,005, entitled "SYSTEM AND METHOD FOR PROGRAMMING KEYS TO
VEHICLE TO ESTABLISH PRIMARY AND SECONDARY DRIVERS" and filed on
Jun. 13, 2008; and Ser. No. 12/433,642, entitled "SYSTEM AND METHOD
FOR ASSIGNING DRIVER STATUS TO A SPARE KEY AND FOR PROGRAMMING THE
SPARE KEY TO A VEHICLE" and filed on Apr. 30, 2009; which are
hereby incorporated by reference in their entirety.
[0029] The PATS controller 30 and/or the vehicle interface device
22 may transmit the signal DRIVER_STATUS_1 to functional
controller(s) 38 (e.g., controller or module in the electrical
system) such that the functionality or operation performed by a
particular controller (or module) may be controlled based on the
driver status (e.g., primary driver or secondary driver). For
example, seat belt minder, fuel level indicator, reverse park aid,
object detection, and traction control as found in U.S. patent Ser.
Nos.: 12/026,582, entitled "SYSTEM AND METHOD FOR CONTROLLING A
SAFETY RESTRAINT STATUS BASED ON DRIVER STATUS" and filed on Feb.
06, 2008; Ser. No. 12/026,857, entitled "SYSTEM AND METHOD FOR
CONTROLLING EARLY LOW FUEL WARNING BASED ON DRIVER STATUS" and
filed on Feb. 06, 2008; Ser. No. 12/026,867, entitled "SYSTEM AND
METHOD FOR CONTROLLING ELECTRONIC STABILITY CONTROL BASED ON DRIVER
STATUS" and filed on Feb. 06, 2008; and Ser. No. 12/026,872,
entitled "SYSTEM AND METHOD FOR CONTROLLING OBJECT DETECTION BASED
ON DRIVER STATUS" and filed on Feb. 06, 2008, all of which are
hereby incorporated by reference in their entirety, and are
illustrative of the types of functionality or operations that may
be controlled based on the driver status of the vehicle.
[0030] An additional example may include the primary driver turning
on a hands-free operation for the secondary driver. In this case,
the primary driver may enable the hands-free operation such that
the secondary driver is precluded from inputting data via the
switches 26 on the OCD 52 when the vehicle is moving. In this
instance, the secondary driver is forced to control or generate the
OCD 52 by voice input via the APIM 50. The primary driver may
enable/disable this feature for the secondary driver via the
switches 26 or voice command 27 on the device 22. In particular,
the secondary driver may not be able to disable the seatbelt minder
feature, the reverse park feature, the object detection feature,
the traction control feature, and the hands-free operation. It is
contemplated that any number of operations may be controlled based
on driver status and that those listed herein are simply noted for
illustrative purposes.
[0031] The PCM 42 transmits a signal TRANS_STATUS which indicates
the transmission status of the vehicle. For example, the signal
TRANS_STATUS may indicate whether the transmission is in park,
drive, reverse, neutral, or lock (e.g., the vehicle is locked in a
first gear). The PCM 42 also transmits a signal VEH_SPEED which
indicates that speed at which the vehicle is being driven. The PCM
42 transmits the signals TRANS_STATUS and VEH_SPEED over the
communication bus to the device 22. The device 22 in turn transmits
the signals TRANS_STATUS and VEH_SPEED to the APIM 50 over the
communication bus. The relevance the APIM 50 receiving the signals
TRANS_STATUS and VEH_SPEED will be discussed in more detail
below.
[0032] A lane departure warning (LDW) module 44 is operably coupled
to the device 22. The LDW module 44 may include a forward pointing
camera (not shown) to determine what side of the vehicle is
deviating from a lane or crossing over the lane to issue a warning.
The LDW module 44 transmits a signal LDW_EVENTS to the device 22 so
that the device generates an audible and/or visual warning for the
driver.
[0033] The LDW module 44 is also configured to detect a shift in
the driver's performance that may cause the vehicle to leave a lane
or head off of the road. For example, the LDW module 44 measures a
Driver's Impairment Monitor (DIMON) and assigns a rating to it. The
DIMON tracks vehicle variation within the lane. In general, the LDW
module 44 monitors the DIMON to detect a shift in the driver's
performance that may be attributed to the driver exhibiting a
drowsy or sleepy condition or a distraction that may be attributed
to, among other things, cell phone operation while driving. In the
event the DIMON rating is below a predetermined threshold, the LDW
module 44 may transmit the DIMON rating on a signal DIMON to the
device 22. The device 22 compares the rating on the signal DIMON to
a predetermined value. If the DIMON rating is less than the
predetermined value, then the device 22 may visually and/or audibly
notify the driver that his/her performance has degraded. The visual
or audible notice is generated at a point in time to allow the user
to regain control of the vehicle at an early stage so that the
driver can avoid inadvertently veering off the road or other
failure mode. For example, the LDW module 44 may transmit a value
between 1 and 6 on the signal DIMON that corresponds to the DIMON
rating. In the event the value indicated on the signal DIMON is 3
or less, such a value may be indicative of a poor driving
performance (or that the vehicle is exhibiting a wide variation
between lines of a lane). If the device 22 determines that the
value on the signal DIMON is less than 3, then the device 22 may
trigger the warning for the driver.
[0034] The device 22 may record the number of LDW events and/or
DIMON events that were generated for the secondary driver. The
device 22 may transmit a signal REPORT that is indicative of the
recorded number of LDW and/or DIMON events for the secondary driver
to the APIM 50. In general, the device 22 may record a number of
events, including but not limited, to the recorded number of LDW
and/or DIMON events such as those events as set forth in co-pending
International Application No: PCT/US09/48612, entitled "SYSTEM AND
METHOD FOR RECORDING VEHICLE EVENTS AND FOR GENERATING REPORTS
CORRESPONDING TO THE RECORDED VEHICLE EVENTS BASED ON DRIVER
STATUS" filed on Jun. 25, 2009, which is hereby incorporated in
reference in its entirety.
[0035] An ESC module 45 is operably coupled to the device 22. The
ESC module 45 is adapted to control the operation of various
electronic stability control (ESC) systems, such as traction
control (TC), yaw stability control (YSC) and rollover stability
control (RSC). The ESC module 45 may include a TC controller (not
shown), a YSC controller (not shown) and a RSC controller (not
shown). In general, the ESC module 45 transmits a signal ESC_EVENT
that corresponds to a single event in which the ESC module has had
to, among other things, adjust the yaw angle of the vehicle,
correct the speed of the vehicle and/or apply the brakes of the
vehicle to correct the movement of the vehicle. Generally, these
factors may indicate the loss of vehicle control that may have
occurred while the vehicle is being driven. Such potential
collision events may reflect on the driving performance of a
particular driver. The ESC module 45 transmits the signal ESC_EVENT
to the device 22.
[0036] A restraint control module (RCM) 46 is operably coupled to
the device 22. The RCM 46 may deploy various safety restraint
systems in response to the vehicle experiencing an impact with an
object. For example, the RCM 46 may deploy one or more airbags
positioned about the vehicle, motorized pretensioners, and/or seat
controls to reduce the risk of injury to vehicle occupants in the
event the vehicle experiences an impact. The RCM 46 may be operably
coupled to sensors in the vehicle that enable the RCM 46 to measure
roll, yaw, and pitch rates associated with the vehicle. The RCM 46
may use the roll, yaw, and pitch to detect various "near miss"
events such near miss events may also be defined as potential
collision events. Near miss events generally include a sudden loss
in speed and acceleration data (such as the roll, yaw, and pitch)
or other high energy events. Such near miss events may not include
the occurrence of an actual collision (e.g., actual deployment of
airbag). The RCM 46 is configured to detect near miss events and
transmit data indicating the presence of such over a signal
NEAR_MISS to the device 22. In general, the RCM 46 is configured to
provide similar information to that of the ESC module 45 and is
provided in the event the vehicle is not equipped with the advanced
active safety systems of the ESC module 45.
[0037] An adaptive cruise control (ACC) module 47 is operably
coupled to the device 22. The ACC module 47 is generally configured
to detect when the vehicle may be on a path that leads to a forward
collision (FC). The ACC module 47 is operably coupled to radars
(not shown) to detect the presence/proximity of a vehicle that may
engage in a forward collision with the vehicle. The device 22
generally issues warnings (audible and/or visual) to the driver in
the event the vehicle is detected to be on course or on a path that
may lead to a forward collision so that the driver can take
corrective action. In the event the ACC module 47 detects that the
vehicle is on a path that may lead to a forward collision, the ACC
module 47 transmits a signal FCW_EVENT to the device 22 so that the
device 22 triggers an alert.
[0038] The ACC module 47 may also detect whether the vehicle is in
a "tailgating mode" with respect to a vehicle positioned ahead of
the current vehicle. The ACC module 47 uses the radars to determine
whether the vehicle is in the tailgating mode. It is known in the
art to use radars to detect the proximity of the vehicle. Such
features will not be described further. The device 22 issues a
warning (audible and/or visual) to the driver in the event the
vehicle is detected to be tailgating another vehicle. The alert
notifies the driver that the vehicle may be too close to the
forward vehicle. In the event the vehicle is detected to be in the
tailgating mode with respect to a forwardly positioned vehicle, the
ACC module 47 transmits a signal TAILGATE to the device 22 so that
the device 22 triggers an alert. The FCW and tailgate warning may
be issued once the vehicle is detected to be traveling above a
predetermined vehicle speed. For example, the ACC module 47 may
monitor for FCW and tailgate events if the vehicle speed is above
25 mph or other suitable vehicle speed. The particular speed
threshold for monitoring FCW and tailgate events may vary.
[0039] A blind spot monitoring (BSM) module 48 is operably coupled
to the device 22. The BSM module 48 is configured to determine
whether a vehicle is in or entering into a detection zone to either
side (e.g., left or right side) of the vehicle. The BSM module 48
provides an alert to the driver when a vehicle is overtaking the
subject vehicle (i.e., the vehicle referenced to include the BSM
module 48) or is stagnating within the detection zone. The BSM
module 48 transmits a signal BSM to the device 22 so that the
device 22 generates a warning (e.g., audible and/or visual) to the
driver. The warning is intended to notify the driver that a vehicle
is located in the detection zone of the target vehicle.
[0040] In general, the device 22 uses the signal LDW and the signal
BSM to monitor for space management events. For example, the LDW
module 44 is configured to trigger and event if the vehicle departs
from either a left or right side of the lane and the BSM module 48
provides an alert to notify the driver that a vehicle is in the
detection zone. The device 22 uses such alerts to monitor for space
management events. The triggering of both a BSM event and a LDW
event may be indicative of a poor driving performance.
[0041] The APIM (or communication module) 50 is operably coupled to
the device 22. The APIM 50 is configured to receive the OCD 52. The
APIM 50 is generally part of an in-vehicle communication system
which interfaces with the OCD 52 to enable voice input control to
perform a function with the OCD 52 so that the driver does not have
to enter data via buttons located directly on the OCD 52. The APIM
50 may also interface with switches (not shown) positioned
throughout the vehicle to enable touch selection control to perform
a function with the OCD 52 so that the driver does not have to
enter data directly via switches 56 on the OCD 52. The OCD 52 is
wirelessly coupled to the APIM 50. The OCD 52 may also include a
display 57. In one example, the APIM 50 may be implemented as part
of the SYNC system developed by Ford Motor Company.RTM. and
Microsoft.RTM.. The OCD 52 may include any number of communication
devices that use a wireless protocol 54. For example, one such
wireless protocol 54 may include Bluetooth.TM. or other suitable
protocols. The OCD 52 may use any protocol that is generally
situated to facilitate wireless communication. The APIM 50 may
wirelessly transmit a number of vehicle related signals to the OCD
52. This will be explained in more detail below.
[0042] In general, the OCD 52 may be a phone, a text messaging
device, a music generating device (such as a phone that plays MP3
songs) whereby all of such items use the Bluetooth.TM. protocol to
communicate. In yet another example, the OCD 52 may include other
devices such as Universal Serial Bus (USB) based music playback
devices (e.g., Zune.TM. and iPod.RTM. by Apple.RTM.). In yet
another example, the OCD 52 may include a link that is hardwired
coupled into a line-in input provided on the APIM 50. Such a link
may receive an input from music playback device to transmit audio
via speakers in the vehicle.
[0043] The APIM 50 enables the driver to perform functions with the
OCD 52 by receiving voice input commands or touch selection via the
switch so that the driver does not have to enter various selections
directly with the OCD 52 via the switches 56. It is generally
preferable that drivers avoid entering data or making selections
via the switches 56 positioned directly on the OCD 52. It is known
that a driver may be distracted while driving when manually
inputting data or selecting data via the switches 56 located
directly on the OCD 52. Such distractions may be avoided if the
driver controls the OCD 52 via the voice command capability or the
switch selection features offered by the vehicle. The APIM 50 may
recognize any number of voice inputs to control the OCDs 52 to
perform a particular function (e.g., place phone call, dial a
particular number, adjust volume, turn on/off OCD 52, or any other
foreseeable operation generally performed by the particular OCD
52). In addition, an occupant may enter data (e.g., the actual
phone number or actual text) as a voice input followed by a command
to dial the number via voice input. The driver, via the switches,
may also perform one or more of the operations noted directly
above.
[0044] In general, the APIM 50 provides a mechanism for enabling
the primary driver or the secondary driver to control the OCD 52 so
that the driver is not required to perform selections via the
switches/buttons 56 positioned directly on the OCD 52. In order for
the driver to use voice command capability or the switch selection
features offered by the APIM 50 and/or the switches on the vehicle,
it is necessary for the driver to electronically couple (or
pair/mate) his/her OCD 52 to the APIM 50 to enable the primary or
secondary driver to control the OCD 52 via the voice control or
switch selection on the vehicle. In general, if the OCD 52 is not
paired to the APIM 50, then the APIM 50 may not be able to transmit
vehicle information to the OCD via the wireless protocol 54. The
driver may if desired, choose not to couple or pair his/her OCD to
the APIM 50. The APIM 50 transmits a signal PAIR_STATUS to the
device 22 which is indicative of whether the driver has paired
his/her OCD 52 to the APIM 50.
[0045] The APIM 50 is configured to also monitor when a call
occurred and the length of call performed by the secondary driver.
The APIM 50 transmits a signal OCD_USAGE to the device 22. The
signal OCD_USAGE corresponds to the time in which a call took place
and the amount of time a particular driver used the OCD 52.
[0046] The device 22 may generate a report that details various
recorded events and profiles for the secondary driver and transmit
the same over a signal REPORT to the APIM 50. Such recorded events
may include, but not limited to, vehicle speed, lane departures,
OCD usage, and pair status. The APIM 50 may wirelessly transmit the
report over an output link 53 via any OCD to be uploaded into a
server (not shown) so that the primary driver can review the same
over a computer. Methods that can be used to wirelessly transmit
data from the vehicle with the link 53 may include, but not limited
to, voice over data (such as but not limited to, services provided
by Airbiquity.RTM., data channels provided on OCD 52, or Wifi).
Alternatively, a USB port 55 (or other suitable communication port)
may be positioned in the vehicle so that the primary driver can
download the report and profiles generated for the secondary driver
as desired.
[0047] As also noted above, the device 22 may include a display so
that the reports and corresponding usage profiles can be viewed
therefrom. In addition, the device 22 can co-act with the APIM 50
to provide automated e-mails to the primary driver or the secondary
driver that contain the event reports after a corresponding report
is generated. The primary driver and/or the secondary driver can
setup an automated e-mail generation via the device 22.
[0048] In addition to the device 22 transmitting the signal REPORT
to the APIM 50, the device 22 may also transmit the signals
DRIVER_STATUS_1, TRANS_STATUS, and VEH_SPEED to the APIM 50. The
APIM 50 is configured to wirelessly transmit a number of signals
that provide vehicle level information to the OCD 52 via the
wireless protocol 54. The OCD 52 is generally capable of
controlling the manner in which data is received based on the
vehicle level information received from the APIM 50. For example,
the APIM 50 may transmit the signals TRANS_STATUS and VEH_SPEED to
the OCD 52. In turn, in the event the OCD 52 determines that the
vehicle is traveling over a predetermined speed (e.g., 0 mph)
and/or that the transmission status for the vehicle is in a
non-park mode (e.g., vehicle in reverse, neutral, drive, or locked
first gear), the OCD 52 may prevent the driver from manually
inputting data via the switches 56 located directly on the OCD 52.
In this example, the driver may input data into the OCD 52 through
voice command (e.g., hands free operation) as enabled via the APIM
50 or switches positioned throughout the vehicle. The driver can
verbally command the OCD 52 to dial a particular number/contact,
hang up, etc. The driver can also engage in a conversation with the
other party without having to hold the OCD 52 or place the OCD 52
close to the driver. In the hands free operation, the driver may
communicate via a microphone (not shown) in the vehicle and listen
to the other party. The dialog between the driver and the other
party on the line is broadcast via speakers (not shown) in the
vehicle. In the hands free operation, the APIM 50 transmits a
signal VOICE_COMMAND over the wireless protocol 54 to the OCD 52
such that the OCD 52 performs a function as specified on the signal
VOICE_COMMAND. In one example, the signal VOICE_COMMAND may be
translated data that is generated by the APIM 50. In another
example, the signal VOICE_COMMAND may be the actual voice command
that is generated by the driver and transmitted to the OCD 52 so
that the OCD 52 performs the data translation.
[0049] The OCD 52 may be arranged such that the hands free
operation is automatically enabled in response to determining that
the driver of the vehicle is the secondary driver. In this example,
the APIM 50 wirelessly transmits the signal DRIVER_STATUS_2 to the
OCD 52 over the wireless protocol 54 so that the OCD 52 determines
whether the driver is the primary driver or the secondary driver.
In response to determining that the signal DRIVER STATUS _2
corresponds to the secondary driver, the OCD 52 may force the hands
free operation on so that the secondary driver is not permitted to
manually select switches 56 on the OCD 52. The OCD 52 may enable
the primary driver to select the switches 56 thereon in order to
use the OCD 52.
[0050] In one example, the OCD 52 may be arranged to force the
hands free operation for any driver (e.g., irrespective of whether
the driver is the primary or the secondary driver). In another
example, the OCD 52 may be arranged to determine primary and
secondary drivers and control the manner in which data is entered
thereon based on driver status. The method used by the OCD 52 to
force the hands free operation for drivers may vary to meet the
desired criteria of a particular implementation.
[0051] The driver may have the option of selecting a privacy mode
while the driver is performing the hands free operation so that
other occupants in the vehicle are not able to hear a conversation
between the driver and the other party. For example, while the
driver is in the hands free mode, the conversation between the
driver and the other party on another phone is broadcast over the
speakers in the vehicle. In the event the driver does not want
other occupants in the vehicle to hear a portion of the
conversation, the driver may select via a switch positioned on the
APIM 50 or elsewhere in the vehicle to enable the privacy mode. The
privacy mode removes the conversation from being broadcast to the
occupants in the vehicle. In the privacy mode, the driver may pick
up and use the OCD 52 in its normal operating mode. If the driver
selects the privacy mode operation, the APIM 52 may transmit a
signal PRIVACY_to the OCD 52 so that the OCD 52 removes the hands
free option for the driver and enables the normal use of the OCD
52.
[0052] The APIM 50 receives a signal DRIVER_PERF to monitor the
driving behavior of the driver. The signal DRIVER_PERF generally
includes all information included from the signals ESC_EVENTS,
NEAR_MISS, FCW_EVENTS, TAILGATE, DIMON, LDW_EVENTS, and BSM_EVENTS.
For example, in the event the driver is engaged in a private
conversation over the OCD 52 and the signal DRIVER_PERF indicates
that the driver's performance has degraded based on one or more of
detected FCW events, near miss events, ESC events, tailgate events,
BSM events, LDW events or DIMON ratings, the APIM 50 may terminate
the privacy mode and the OCD 52 resumes the hands free operation.
In the event the APIM 50 determines that the driver's performance
has degraded based on the factors provided above and the APIM 50
determines that the driver is using the OCD 52, the APIM 50 may
transmit a signal WARNING to the device 22. The device 22 may
audibly or visually issue a warning to the driver. The OCD 52 may
transmit a signal OCD_IN_USE to the APIM 50 so that the APIM 50 has
knowledge that the occupant is using the OCD 52. In one example,
the APIM 50 may determine that the driver is using the OCD 52 if
the driver selects the switch to enter into the privacy mode.
[0053] FIG. 2 depicts a system 70 for transmitting vehicle
information to the OCD 52 in accordance to another embodiment of
the present invention. The system 70 is generally similar to the
system 20 but includes, among other things, a passive entry passive
start (PEPS) controller 72 instead of the PATS controller 30. While
FIG. 2 generally illustrates that the PEPS controller 72 is
positioned external to the vehicle interface device 22, other
implementations may include positioning circuitry and software used
to perform the operations of the PEPS controller 72 within the
vehicle interface device 22 or within any other controller or
module in the vehicle.
[0054] In general, the PEPS function is a keyless access and start
system. The driver may own two or more keys 74 that may be in the
form of an electronic transmission device (e.g., a key fob). With
the PEPS implementation, the user is not required to use a
mechanical key blade to open the door of the vehicle or start an
engine of the vehicle. The key 74 may include a mechanical key to
ensure that the driver can access and start the vehicle in the
event the key 74 exhibits low battery power. The keys 74 each
include an ignition key device 76 embedded within for communicating
with the PEP controller 72. The ignition key device 76 may be in
the form of a transponder that includes an integrated circuit and
an antenna. The transponder of the ignition key device 76 is
configured to transmit the signal DRIVER_STATUS as an RF signal to
a receiver (not shown) in the PEPS controller 72. The signal
DRIVER_STATUS may be indicative of which driver (e.g., primary or
secondary) is driving the vehicle. To gain access or entry into the
vehicle with the keys 74, the driver may need to wake up the PEPS
controller 72 to establish bi-directional communication between the
keys 74 and the PEP controller 72. In one example, the wake up may
occur by requiring the driver to touch and/or pull the door handle
of the vehicle. In response to the door handle being toggled or
touched, the PEPS controller 72 may wake up and transmit RF based
signals to the key 74.
[0055] The PEPS controller 72 and the key 74 may undergo a series
of communications back and forth to each other (e.g., handshaking)
for vehicle access authentication purposes. The PEPS controller 72
may unlock the doors in response to a successful completion of the
handshaking process. Once the driver is in the vehicle, the driver
may simply press a button positioned on an instrument panel and
brake pedal to start the vehicle. The driver may only press the
button to place the vehicle into an accessory mode.
[0056] In one example, the system 70 may be adapted to tag or
associate the keys as either a primary or a secondary key during a
learn operation as discussed with the PATS controller 30. In yet
another example, the system 70 may be configured to associate the
keys 74 as primary or secondary keys in the manner identified and
disclosed in one or more of the following U.S. patent Ser. Nos.:
12/139,005, entitled "SYSTEM AND METHOD FOR PROGRAMMING KEYS TO
VEHICLE TO ESTABLISH PRIMARY AND SECONDARY DRIVERS" and filed on
Jun. 13, 2008; and Ser. No. 12/433,642, entitled "SYSTEM AND METHOD
FOR ASSIGNING DRIVER STATUS TO A SPARE KEY AND FOR PROGRAMMING THE
SPARE KEY TO A VEHICLE" and filed on Apr. 30, 2009. The PEPS
controller 82 may determine the driver status based on the
information indicated on the signal DRIVER_STATUS as noted in
connection with the system 20 of FIG. 1.
[0057] The PEPS controller 72 is adapted to provide the signal
DRIVER STATUS _1 to the various controllers over the communication
bus. The signal DRIVER STATUS _1 corresponds to whether the driver
is the primary driver or the secondary driver. The PEPS controller
72 may also transmit the signal IGN_SW_STS to the device 22. The
PEPS controller 72 determines that the key ignition status is in
the run position in response to the driver toggling the brake pedal
(not shown) and depressing the start switch. In this case, the
vehicle is started and the PEPS controller 72 transmits the signal
IGN_SW_STS as being in the run state. In the event the driver
selects only the start button, the PEPS controller 72 transmits the
signal IGN_SW_STS as being in the accessory state.
[0058] While FIGS. 1-2 generally disclose keys 35 and 74 that are
used in connection with the PATS and PEPS implementations,
respectively, it is generally contemplated that the keys may be
implemented as a cell phone (e.g., the OCD 52) or other suitable
switch device used to authenticate the driver to the vehicle for
enabling entry into the vehicle or for starting the vehicle. Data
transmitted from the cell phone may be received by a receiver (not
shown) on the vehicle and decoded to perform driver authentication
for gaining entry into the vehicle, starting the vehicle, and
ascertaining driver status. In general, the APIM 50 as implemented
in connection with FIG. 2 may operate in a similar manner to that
disclosed in connection with FIG. 1.
[0059] FIG. 3 depicts a method 100 for transmitting vehicle
information to the OCD 52 in accordance to one embodiment of the
present invention. It is recognized that the operations disclosed
in connection with the method 100 may be executed in any suitable
arrangement and that the operations are not intended to be executed
solely in the manner shown.
[0060] In operation 101, the APIM 50 monitors the wireless protocol
54 to determine whether an OCD 52 is in the vehicle.
[0061] In operation 102, the APIM 50 determines whether an OCD 52
is in the vehicle. For example, the APIM 50 determines whether the
OCD 52 is in the vehicle by monitoring whether a valid connection
can be made with the OCD 52 via the wireless protocol 54. If an OCD
52 is not in the vehicle, the method 100 moves to operation 104. If
the OCD 52 is in the vehicle, then the method 100 moves to
operation 106.
[0062] In operation 104, the APIM 50 transmits the signal WARNING
to the device 22. The device 22 may warn the driver of the dangers
associated with manual operation of the OCD 52 while driving.
[0063] In operation 106, the APIM 50 determines whether the OCD 52
that is detected in the vehicle is paired to the APIM 50. For
example, the driver may electronically configure his/her OCD 52 to
recognize the APIM 50 as a trusted device. Various phone lists
and/or other information stored in the OCD 52 can be stored as
personal settings within the APIM 50 at the time the OCD 52 is
paired to the APIM 50. The APIM 50 is capable of transmitting the
vehicle information to the OCD 52 if the OCD 52 is paired to the
APIM 50.
[0064] If the APIM 50 determines that the OCD 52 is not paired
thereto, then the method 100 moves back to operation 104. If the
APIM 50 determines that the OCD 52 is paired thereto, then the
method 100 moves to operation 107.
[0065] In operation 104, the APIM 50 transmits the signal
PAIR_STATUS that indicates that the OCD 52 is not paired to the
APIM 50. In response, the device 22 may transmit a visual or
audible warning and request the driver to pair his/her OCD 52 to
the APIM 50.
[0066] In operation 107, the APIM 50 determines whether the vehicle
is moving by (i) comparing vehicle speed against a predetermined
vehicle speed (e.g., 3 kph or other suitable value) and/or (ii)
determining whether the vehicle is in gear (e.g., a non-park gear)
that allows the vehicle to move such as the reverse, neutral, drive
or lock in first gear. Monitoring vehicle speed may be useful for
vehicles that are not equipped with an automatic transmission.
[0067] In the event the vehicle speed is below the predetermined
vehicle speed or the vehicle is not in a gear that allows the
vehicle to move, then the method 100 remains in operation 107. If
the vehicle speed is above the predetermined vehicle speed or the
vehicle is in a gear that enables the vehicle to move, then the
method 100 moves to operation 108.
[0068] In operation 108, the APIM 50 transmits the signal VEH_SPEED
and/or the signal TRANS_STATUS to the OCD 52. For example, after
the APIM 50 determines that the vehicle speed has exceeded the
predetermined vehicle speed, the APIM 50 may include a one-bit
value on the signal VEH_SPEED and transmit to the OCD 52. Likewise,
in the event the APIM 50 determines that the vehicle is in a gear
that enables the vehicle to move, the APIM 50 may include a one-bit
value on the signal TRANS_STATUS and transmit to the OCD 52.
[0069] FIG. 4 depicts a method 120 for receiving vehicle
information at the OCD 52 from the APIM 50 in accordance to one
embodiment of the present invention. It is recognized that the
operations disclosed in connection 120 may be executed in any
suitable arrangement and that the operations are not intended to be
executed solely in the manner shown.
[0070] In operation 122, the OCD 52 receives the signal VEH_SPEED
and/or TRANS_STATUS from the APIM 50. The OCD 52 monitors the
status of whether the vehicle is above the predetermined vehicle
speed and/or whether the vehicle is in a non-park mode based on the
data included on the signals VEH_SPEED and TRANS_STATUS.
[0071] In operation 124, the OCD 52 imposes restrictions on the
usage of the OCD 52 in the event the signal VEH_SPEED indicates
that vehicle speed is above the predetermined vehicle speed and/or
the signal TRANS_STATUS indicates the vehicle is in a non-park
mode. It is contemplated that the OCD 52 may also receive the
actual vehicle speed and/or transmission status from the APIM 50
and make the determination as to whether the vehicle speed is above
the predetermined vehicle speed and/or the transmission status is
in the non-park mode as opposed to such operations being performed
by the APIM 50. Restrictions on usage may include, but not limited
to, force on hands free operation (e.g., prevent driver from
manually pushing switches 56 on the OCD 52 (to prevent texting,
e-mail use, internet access, or other activity on the OCD 52 that
may distract the driver) and/or filtering phone calls (e.g., only
outgoing calls to emergency personnel, parents (or other close
family members), or prevent incoming calls except for those that
belong to emergency personnel or parents, etc. In the event the
hands free operation is imposed by the OCD 52, the OCD 52 may
provide an optional display thereon to indicate that the OCD 52 is
in a hands free operation. For example, the display 57 of the OCD
52 may include the text "USE HANDS FREE OPERATION WHILE
DRIVING".
[0072] In operation 126, the OCD 52 determines whether the APIM 50
is still connected thereto by monitoring the wireless protocol 54.
If the OCD 52 determines that the wireless protocol 54 is
disconnected (or unable to facilitate communication with the APIM
50), then the method 120 stops. At this point, the method 100 may
be resumed again. If the OCD 52 determines that the wireless
protocol 54 is connected (or able to facilitate communication with
the APIM 50), then the method 120 moves back to operation 122.
[0073] FIG. 5 depicts a method 150 for transmitting vehicle
information to the OCD 52 in accordance to another embodiment of
the present invention. It is recognized that the operations
disclosed in connection with the method 150 may be executed in any
suitable arrangement and that the operations are not intended to be
executed solely in the manner shown.
[0074] In operation 157, the APIM 50 monitors the wireless protocol
54 to determine whether an OCD 52 is in the vehicle.
[0075] In operation 158, the APIM 50 determines whether an OCD 52
is in the vehicle. For example, the APIM 50 determines whether a
valid connection can be made with the OCD 52 via the wireless
protocol 54. If the OCD 52 is not in the vehicle, the method 150
moves to operation 159. If the OCD 52 is in the vehicle, the method
150 moves to operation 160.
[0076] In operation 159, the APIM 50 transmits the signal WARNING
to the device 22. The device 22 may warn the driver of the dangers
associated with manual operation of the OCD 52 while driving.
[0077] In operation 160, the APIM 50 determines whether the OCD 52
is paired thereto. If the APIM 50 determines that the OCD 52 is not
paired thereto, then the method 150 moves to operation 159. If the
APIM 50 determines that the OCD 52 is paired thereto, then the
method 100 moves to operation 162.
[0078] In operation 159, the APIM 50 transmits the signal
PAIR_STATUS that indicates that the OCD 52 is not paired to the
APIM 50. In response, the device 22 may transmit a visual or
audible warning and request the driver to pair his/her OCD 52 to
the APIM 50. The device 22 may also transmit a visual or audible
warning to the driver regarding the dangers of manual operation of
the OCD 52 while driving the vehicle.
[0079] In operation 162, the APIM 50 receives the signal
DRIVER_STATUS_1 from the device 22. The APIM 50 transmits the
signal DRIVER_STATUS_2 to the OCD 52 over the wireless protocol 54
so that the OCD 52 has knowledge as to the identity of the driver.
For example, the OCD 52 may impose restrictions in the event the
signal DRIVER_STATUS_2 indicates that the driver is a secondary
driver. It is contemplated that the APIM 50 may continuously (or
periodically) transmit driver identity in real time to the OCD
52.
[0080] In operation 164, the APIM 50 determines whether the driver
is the primary driver or the secondary driver based on the
information included on the signal DRIVER_STATUS_1. If the driver
of the vehicle is the primary driver, then the method 150 remains
in operation 164 and there are no restrictions imposed on the
primary driver based on the vehicle information. If the driver of
the vehicle is the secondary driver, then the method 150 moves to
operation 165.
[0081] In operation 165, the APIM 50 determines whether the vehicle
is moving by (i) comparing vehicle speed against a predetermined
vehicle speed (e.g., 3 kph or other suitable value) and/or (ii)
determining whether the vehicle is in gear (e.g., a non-park gear)
that allows the vehicle to move such as the reverse, neutral, drive
or lock in first gear. Monitoring vehicle speed may be useful for
vehicles that are not equipped with an automatic transmission. It
is contemplated that the APIM 50 transmits the vehicle speed and/or
the transmission status continuously (or periodically), in real
time, to the OCD 52.
[0082] In the event the vehicle speed is below the predetermined
vehicle speed or the vehicle is not in a gear that allows the
vehicle to move, then the method 150 remains in operation 165. If
the vehicle speed is above the predetermined vehicle speed or the
vehicle is in a gear that enables the vehicle to move, then the
method 150 moves to operation 166.
[0083] In operation 166, the APIM 50 transmits the signal
TRANS_STATUS and/or VEH_SPEED. For example, after the APIM 50
determines that the vehicle speed has exceeded the predetermined
vehicle speed, the APIM 50 may include a one-bit value on the
signal VEH_SPEED and send to the OCD 52. Likewise, in the event the
APIM 50 determines that the vehicle is in a gear that enables the
vehicle to move, the APIM 50 may include a one-bit value on the
signal TRANS_SPEED and transmit to the OCD 52. The APIM 50 also
transmits the signal DRIVER_STATUS_2 to the OCD 52 in the event the
driver is detected to be the secondary driver.
[0084] FIG. 6 depicts a method 167 for receiving vehicle
information at the OCD 52 from the APIM 50 in accordance to another
embodiment of the present invention. It is recognized that the
operations disclosed in connection with the method 167 may be
executed in any suitable arrangement and that the operations are
not intended to be executed solely in the manner shown.
[0085] In operation 168, the OCD 52 receives the signal
DRIVER_STATUS_2 from the APIM 50 which indicates that the driver of
the vehicle is the secondary driver. It is contemplated that the
OCD 52 imposes restrictions only on the secondary driver so long as
the vehicle speed and/or transmission status criteria is met.
[0086] In operation 169, the OCD 52 receives the signal VEH_SPEED
and/or TRANS_STATUS from the APIM 50. The OCD 52 monitors the
status of whether the vehicle is above the predetermined vehicle
speed or whether the vehicle is in a non-park mode based on the
data included on the signals VEH_SPEED and TRANS_STATUS.
[0087] In operation 172, the OCD 52 imposes restrictions on the
usage of the OCD 52 in the event the driver is above the
predetermined vehicle speed and/or the signal TRANS_SPEED indicates
that the vehicle is in the non-park mode. It is contemplated that
the OCD 52 may also receive the actual vehicle speed and/or
transmission status from the APIM 50 and make the determination as
to whether the vehicle speed is above the predetermined vehicle
speed or whether the vehicle is in the non-park mode as opposed to
such operations being performed by the APIM 50. Likewise, the APIM
50 may also make such a determination regarding driver identity
(e.g., primary driver or secondary driver). Restrictions on usage
may include, but not limited to, force on hands free operation
(e.g., prevent driver from manually pushing switches 56 on the OCD
52 (to prevent texting, e-mail use internet access and/or other
activity on the OCD 52 that may distract the driver), filtering
phone calls (e.g., only outgoing calls to emergency personnel,
parents (or other close family members), or prevent incoming calls
except for those that belong to emergency personnel or parents,
etc. In the event the hands free operation is imposed by the OCD
52, the display 57 of the OCD 52 may indicate that the OCD 52 is in
a hands free operation. For example, the display 57 may depict "USE
HANDS FREE OPERATION WHILE DRIVING".
[0088] In operation 174, the OCD 52 determines whether the APIM 50
is still connected thereto by monitoring the wireless protocol 54.
If the OCD 52 determines that the wireless protocol 54 is
disconnected (or unable to facilitate communication with the APIM
50), then the method 167 stops. At this point, the method 100 may
be resumed again. If the OCD 52 determines that the wireless
protocol 54 is connected (or able to facilitate communication with
the APIM 50), then the method 167 moves back to operation 170.
[0089] FIG. 7 depicts a method 200 for transmitting vehicle
information to the OCD 52 in accordance to another embodiment of
the present invention. It is recognized that the operations
disclosed in connection with the method 200 may be executed in any
suitable arrangement and that the operations are not intended to be
executed solely in the manner shown. It is contemplated the method
200 may be used for an implementation in which driver identity is
ascertained (e.g., primary or secondary driver).
[0090] In operation 201, the APIM 50 monitors the wireless protocol
54 to determine whether an OCD 52 is in the vehicle.
[0091] In operation 202, the APIM 50 determines whether an OCD 52
is in the vehicle. For example, the APIM 50 determines whether the
OCD 52 is in the vehicle by monitoring whether a valid connection
can be made with the OCD 52 via the wireless protocol 54. If an OCD
52 is not in the vehicle, the method 200 moves to operation 204. If
the OCD 52 is in the vehicle, then the method 200 moves to
operation 206.
[0092] In operation 204, the APIM 50 transmits the signal WARNING
to the device 22. The device 22 may warn the driver of the dangers
associated with manual operation of the OCD 52 while driving.
[0093] In operation 206, the APIM 50 determines whether the OCD 52
that is detected in the vehicle is paired to the APIM 50. For
example, the driver may electronically configure his/her OCD 52 to
the APIM 50 so that the APIM 50 recognizes that the OCD 52 as a
trusted device. Various phone lists and/or other information stored
in the OCD 52 can be stored as personal settings within the APIM 50
at the time the OCD 52 is paired to the APIM 50. The APIM 50 is
capable of transmitting the vehicle information to the OCD 52 if
the OCD 52 is paired to the APIM 50.
[0094] If the APIM 50 determines that the OCD 52 is not paired
thereto, then the method 200 moves back to operation 204. If the
APIM 50 determines that the OCD 52 is paired thereto, then the
method 200 moves to operation 208.
[0095] In operation 204, the APIM 50 transmits the signal
PAIR_STATUS that indicates that the OCD 52 is not paired to the
APIM 50. In response, the device 22 may transmit a visual or
audible warning and request the driver to pair his/her OCD 52 to
the APIM 50.
[0096] In operation 208, the APIM 50 determines whether the OCD 52
is in use. For example, the APIM 50 may determine whether the APIM
50 is being used based on the data indicated on the signal
OCD_IN_USE. If the APIM 50 determines that the OCD 52 is not in
use, the method 200 remains in operation 208. If the APIM 50
determines that the OCD 52 is in use, then the method 200 moves to
operation 210.
[0097] In operation 210, the APIM 50 determines whether the driver
of the vehicle has selected the privacy mode option. As noted
above, the driver may select a switch positioned on the APIM 50 or
elsewhere in the vehicle to enter into the privacy mode. The
privacy mode may return the conversation that is being held between
the driver and the other participant into a private conversation.
In this mode, the driver may speak directly into the microphone of
the OCD 52 and privately hear the other participant's comments
through the OCD 52 so that the remaining occupants in the vehicle
cannot hear the conversation. This feature may be available for the
primary driver and/or the secondary driver. In some embodiments,
the privacy mode feature may be configurable by the primary driver.
Meaning, the primary driver may selectively enable/disable this
feature via the switches 26, voice command 27 or other suitable
devices that cooperate with the device 22 for the secondary driver.
If the primary driver disables the privacy mode feature, then the
secondary driver is not capable of engaging in a private
conversation with another participant to ensure that the secondary
driver is not distracted while driving when attempting to
manipulate the switches 56 of the OCD 52.
[0098] If the APIM 50 determines that the driver has not selected
the privacy mode feature, then the method 200 remains in operation
210. If the APIM 50 determines that the driver has selected the
privacy mode, then the method 200 moves to operation 212.
[0099] In operation 212, the APIM 50 transmits the signal
PRIVACY_MODE to the OCD 52. In response, the OCD 52 operates in a
normal operating mode, which allows the driver to speak into the
microphone and the driver to hear the other participant from a
speaker included therein (e.g., the driver is able to manually use
the OCD 52).
[0100] In operation 214, the APIM 50 receives the signal
DRIVER_PERF from the device 22.
[0101] In operation 216, the APIM 50 determines whether the
driver's performance while in the privacy mode is adequate by
monitoring the signal DRIVER_PERF that includes the signals DIMON,
LDW_EVENTS, ESC_EVENTS, NEAR_MISS, FCW_EVENTS, TAILGATE, and/or
BSM_EVENTS. If the APIM 50 determines that the driver's performance
is adequate (e.g., acceptable DIMON ratings, and/or no LDW, ESC,
NEAR MISS, TAILGATE, and/or BSM events), then the method 200 moves
back to operation 210 to determine if the privacy mode is still
engaged. If the APIM 50 determines that the driver's performance is
not adequate (e.g., non-acceptable DIMON ratings and/or the
existence of LDW, ESC, NEAR MISS, TAILGATE, and/or BSM events),
then the method 200 moves to operation 218. Such a condition may
indicate, among other things, that the driving performance is poor
while the driver is using the OCD 52. The signal BSM_EVENTS is
included on the signal DRIVER_PERF, however, it is recognized that
a blind-spot monitoring event may not be caused by the driver but
another vehicle. Nonetheless, it may be necessary to warn the
driver and terminate the privacy mode.
[0102] In operation 218, the APIM 50 terminates the privacy mode.
For example, the APIM 50 may provide a command on the signal
PRIVACY_to terminate the privacy mode and transmit the same to the
OCD 52. The OCD 52 may, in response to the signal PRIVACY_MODE,
force on the hands free operation or terminate the call
altogether.
[0103] In operation 220, the APIM 50 transmits the signal WARNING
to the device 22, so that the device 22 visually or audibly warns
the driver about the driving performance concern. The device 22 may
also record the poor performance event and provide the same on the
signal REPORT so that such data is capable of being viewed by the
primary driver.
[0104] FIG. 8 depicts a method 250 depicts a method for
transmitting and receiving information to and from the OCD 52 in
accordance to another embodiment of the present invention. It is
recognized that the operations disclosed in connection with the
method 250 may be executed in any suitable arrangement and that the
operations are not intended to be executed solely in the manner
shown. It is contemplated that the operations of method 250 may be
executed in combination with the operations of method 200.
[0105] In operation 252, the OCD 52 transmits the signal OCD_IN_USE
to the APIM 50 over the wireless protocol 54. The signal OCD_IN_USE
may be indicative of the driver being engaged in a conversation
with another participant with the OCD 52.
[0106] In operation 254, the OCD 52 receives the signal
PRIVACY_MODE over the wireless protocol 54 from the APIM 50. The
signal PRIVACY_MODE may be indicative of a command from the driver
to notify the OCD 52 that the driver desires a private conversation
with the other participant.
[0107] In operation 256, the OCD 52 enables the driver to select
switches 56 thereon to control the OCD 52 in the manner desired by
the driver. In this case, the OCD 52 is not in a hands-free mode
and the driver resumes normal operation over the OCD 52.
[0108] In operation 258, the OCD 52 determines whether the driver
intends to remain in the privacy mode. For example, the OCD 52
monitors the signal PRIVACY_MODE to determine if the privacy mode
feature is to be deactivated. In this case, the privacy mode
feature may be deactivated by the driver or is to be deactivated in
response to the driver exhibiting a poor driving condition as
detected by LDW module 44.
[0109] If the OCD 52 determines that the privacy mode is to remain
active, then the method 250 moves to operation 256. If the OCD 52
determines that the privacy mode is to be deactivated, then the
method 250 moves to operation 260.
[0110] In operation 260, the OCD 52 disables control of the
switches 56. In another example, the OCD 52 may terminate the call
altogether in the event the driver is exhibiting a poor driving
performance. For example, the APIM 50 may transmit a control signal
to the OCD 52 to command the OCD 52 to simply terminate the
call.
[0111] FIG. 9 depicts a method 300 for transmitting vehicle
information to the OCD 52 in accordance to another embodiment of
the present invention. It is recognized that the operations
disclosed in connection with the method 300 may be executed in any
suitable arrangement and that the operations are not intended to be
executed solely in the manner shown.
[0112] In operation 311, the APIM 50 monitors the wireless protocol
54 to determine whether an OCD 52 is in the vehicle.
[0113] In operation 312, the APIM 50 determines whether an OCD 52
is in the vehicle. For example, the APIM 50 determines whether a
valid connection can be made with the OCD 52 via the wireless
protocol 54. If the OCD 52 is not in the vehicle, the method 300
moves to operation 314. If the OCD 52 is in the vehicle, the method
300 moves to operation 316.
[0114] In operation 314, the APIM 50 transmits the signal WARNING
to the device 22. The device 22 may warn the driver of the dangers
associated with manual operation of the OCD 52 while driving.
[0115] In operation 316, the APIM 50 determines whether the OCD 52
is paired thereto. If the APIM 50 determines that the OCD 52 is not
paired thereto, then the method 300 moves to operation 314. If the
APIM 50 determines that the OCD 52 is paired thereto, then the
method 300 moves to operation 317.
[0116] In operation 314, the APIM 50 transmits the signal
PAIR_STATUS that indicates that the OCD 52 is not paired to the
APIM 50. In response, the device 22 may transmit a visual or
audible warning and request the driver to pair his/her OCD 52 to
the
[0117] APIM 50. The device 22 may also transmit a visual or audible
warning to the driver regarding the dangers of manual operation of
the OCD 52 while driving the vehicle.
[0118] In operation 317, the APIM 50 receives the signal
DRIVER_STATUS_1 from the device 22. The APIM 50 determines whether
the driver is the secondary driver based on the information
included on the signal DRIVER_STATUS_1. For example, the OCD 52 may
impose restrictions in the event the driver is the secondary
driver.
[0119] In operation 319, the APIM 50 determines whether the driver
is the primary driver or the secondary driver based on the
information included on the signal DRIVER_STATUS_1. If the driver
of the vehicle is the primary driver, then the method 300 remains
in operation 319. In this case, it is recognized that the method
300 will not attempt to terminate the privacy mode for the primary
driver based on the vehicle information. If the driver of the
vehicle is the secondary driver, then the APIM 50 transmits the
signal DRIVER_STATUS_2 over the protocol 54 to the OCD 52 and the
method 300 moves to operation 319.
[0120] In operation 318, the APIM 50 determines whether the OCD 52
is in use. For example, the APIM 50 may determine whether the APIM
50 is being used based on the data indicated on the signal
OCD_IN_USE. If the APIM 50 determines that the OCD 52 is not in
use, the method 300 remains in operation 318. If the APIM 50
determines that the OCD 52 is in use, then the method 300 moves to
operation 320.
[0121] In operation 320, the APIM 50 determines whether the driver
of the vehicle has selected the privacy mode option. As noted
above, the driver may select a switch positioned on the APIM 50 or
elsewhere in the vehicle to enter into the privacy mode. The
privacy mode may return the conversation that is being held between
the driver and the other participant into a private conversation.
In this mode, the driver may speak directly into the microphone of
the OCD 52 and privately hear the other participant's comments
through the OCD 52 so that the remaining occupants in the vehicle
cannot hear the conversation. The primary driver may selectively
enable/disable this feature via the switches 26, voice command 27
or other suitable devices that cooperate with the device 22 for the
secondary driver. If the primary driver disables the privacy mode
feature, then the secondary driver is not capable of engaging in a
private conversation with another participant to ensure that the
secondary driver is not distracted while driving when attempting to
manipulate the switches 56 of the OCD 52.
[0122] If the APIM 50 determines that the driver has not selected
the privacy mode feature, then the method 300 remains in operation
320. If the APIM 50 determines that the driver has selected the
privacy mode, then the method 300 moves to operation 322.
[0123] In operation 322, the APIM 50 transmits the signal
PRIVACY_MODE to the OCD 52. In response, the OCD 52 operates in a
normal operating mode, which allows the driver to speak into the
microphone and the driver to hear the other participant from a
speaker included therein (e.g., the driver is able to manually use
the OCD 52).
[0124] In operation 324, the APIM 50 receives the signal
DRIVER_PERF from the device 22 to monitor driver performance.
[0125] In operation 326, the APIM 50 determines whether the
driver's performance while in the privacy mode is adequate by
monitoring the signal DRIVER PERF that includes the signals DIMON,
LDW_EVENTS, ESC_EVENTS, NEAR_MISS, FCW_EVENTS, TAILGATE, and/or
BSM_EVENTS. If the APIM 50 determines that the driver's performance
is adequate (e.g., acceptable DIMON ratings, and/or no LDW, ESC,
NEAR MISS, TAILGATE, and/or BSM events), then the method 300 moves
back to operation 320 to determine if the privacy mode is still
engaged. If the APIM 50 determines that the driver's performance is
not adequate (e.g., non-acceptable DIMON ratings and/or the
existence of LDW, ESC, NEAR MISS, TAILGATE, and/or BSM events),
then the method 300 moves to operation 328. Such a condition may
indicate, among other things, that the driving performance is poor
while the driver is using the OCD 52. The signal BSM_EVENTS is
included on the signal DRIVER_PERF, however, it is recognized that
a blind spot monitoring event may not by the driver of the vehicle.
Nonetheless, it may be necessary to warn the driver and terminate
the privacy mode. In operation 328, the APIM 50 terminates the
privacy mode. For example, the APIM 50 may provide a command on the
signal PRIVACY_MODE to terminate the privacy mode and transmit the
same to the OCD 52. The OCD 52 may, in response to the signal
PRIVACY_MODE, force on the hands free operation or terminate the
call altogether.
[0126] In operation 330, the APIM 50 transmits the signal WARNING
to the device 22, so that the device 22 visually or audibly warns
the driver about the driving performance concern. The device 22 may
also record the poor performance event and provide the same on the
signal REPORT so that such data is capable of being viewed by the
primary driver.
[0127] FIG. 10 depicts a method 340 for transmitting and receiving
information to and from the OCD 52 in accordance to another
embodiment of the present invention. It is recognized that the
operations disclosed in connection to the method 340 may be
executed in any suitable arrangement and that the operations are
not intended to be executed solely in the manner shown. It is
contemplated that the operations of method 340 may be executed in
combination with the operations of method 300.
[0128] In operation 342, the OCD 52 receives the signal
DRIVER_STATUS_2 from the APIM 50 to determine driver identity. If
the driver of the vehicle is the primary driver, then no
restrictions are imposed. If the driver of the vehicle is the
secondary driver, then the method 340 moves to operation 346.
[0129] In operation 346, the OCD 52 transmits the signal OCD_IN_USE
to the APIM 50 over the wireless protocol 54. The signal OCD_IN_USE
may be indicative of the driver being engaged in a conversation
with another participant with the OCD 52.
[0130] In operation 348, the OCD 52 receives the signal
PRIVACY_MODE over the wireless protocol 54 from the APIM 50. The
signal PRIVACY_MODE may be indicative of a command from the driver
to notify the OCD 52 that the driver desires a private conversation
with the other participant.
[0131] In operation 350, the OCD 52 enables the driver to select
switches 56 thereon to control the OCD 52 in the manner desired by
the driver. In this case, the OCD 52 is not in a hands-free mode
and the driver resumes normal operation over the OCD 52.
[0132] In operation 352, the OCD 52 determines whether the driver
intends to remain in the privacy mode. For example, the OCD 52
monitors the signal PRIVACY_MODE to determine if the privacy mode
feature is to be deactivated. In this case, the privacy mode
feature may be deactivated by the driver or is to be deactivated
based on the data indicated on the signal DRIVER_PERF.
[0133] If the OCD 52 determines that the privacy mode is to remain
active, then the method 340 moves to operation 350. If the OCD 52
determines that the privacy mode is to be deactivated, then the
method 340 moves to operation 354.
[0134] In operation 354, the OCD 52 disables control of the
switches 56. In another example, the OCD 52 may terminate the call
altogether in the event the driver is exhibiting a poor driving
performance. For example, the APIM 50 may transmit a control signal
to the OCD 52 to command the OCD 52 to simply terminate the
call.
[0135] While embodiments of the present invention have been
illustrated and described, it is not intended that these
embodiments illustrate and describe all possible forms of the
invention. Rather, the words used in the specification are words of
description rather than limitation, and it is understood that
various changes may be made without departing from the spirit and
scope of the invention.
* * * * *