Patent Application
20090088910
Wireless communication services for mobile vehicles, such as navigation and roadside assistance, have increased rapidly in recent years. Most of the services that have been offered are for a mobile vehicle in operation, but more recently, the demands and potential for services to a turned-off vehicle have grown. Services that may be requested while the vehicle is Off or in a Standby State may include maintenance and diagnostic functions, system updates, vehicle position determination, unlocking of the doors, or vehicle alarm silencing.
Normally when the mobile vehicle is off, it is placed into a powered-down discontinuous-receive (DRx) or Standby State (also called sleep cycle). A communication device and a telematics unit on or in communication with each other and with the vehicle may also be placed into a similar DRx cycle to minimize power drain on the vehicle battery. To perform a requested function while the ignition is off, the telematics unit may be awakened, the desired function performed, and the telematics unit subsequently placed back into the DRx or Standby State. For example, a telematics unit may monitor a satellite broadcast channel for a command signal. Based on the command signal, the cellular phone of telematics unit is powered up. The telematics unit may then call a telematics service provider's call center to receive then perform a service request. Alternatively, a data message sent by the call center containing a service request, may be waiting for the telematics unit when it awakes. After performing the service, the telematics unit may return to the Standby State.
A network access device (NAD) of a telematics unit communicates with a call center. In a Standby State, the NAD dissipates low current (13 mA-20 mA) when it is awakened in an “In Service” area to have the telematics unit perform functions (e.g. unlocking the vehicle doors silencing a vehicle alarm). However, when the NAD is in a “No Service” area (e.g. underground parking garage), the NAD may dissipate more than ten times the amount of current (200 mA-300 mA). Consequently, the NAD drains the vehicle battery at a faster rate, causing the NAD to enter into Off State prematurely, thereby rendering the telematics unit incapable of performing any services and potentially leaving the vehicle battery undesirably discharged.
The disclosed examples illustrate a system and method that prevent excessive current drain through the network access device (NAD) of a telematics unit and provide flexible discontinuous-receive management. Normally, when in a Standby State and where communication service is unavailable, the NAD may dissipate current at rate many times more than where communication service is available. A Standby Counter provides the length of the time interval for Standby State or the sleep cycle. Certain of the disclosed examples prevent excessive vehicle battery drain by operating the telematics unit in a first mode wherein a sleep cycle value of the telematics unit is above a first predetermined threshold, and if the communication service is available, operating the telematics unit in a second mode wherein a sleep cycle value is in a range from zero to the first predetermined threshold.
Before describing the invention in detail, an exemplary environment in which the invention may operate will be described. It will be appreciated that the described environment is for purposes of illustration only, and does not imply any limitation regarding the use of other environments to practice the invention.
With reference to
Vehicle 102 is preferably a mobile vehicle such as a motorcycle, car, truck, recreational vehicle (RV), boat, plane, etc., and is equipped with suitable hardware and software that enables it to communicate over system 100. Some of the vehicle hardware 110 is shown generally in
The telematics unit 114 is an onboard device that provides a variety of services through its communication with the call center 108, and generally includes an electronic processing device 128 one or more types of electronic memory 130, a cellular chipset/component 124, a wireless modem 126, a dual antenna 160 and a navigation unit containing a GPS chipset/component 132. In one example, the wireless modem 126 is comprised of a computer program and/or set of software routines executing within processing device 128. The cellular chipset/component 124 and the wireless modem 126 may be called the network access device (NAD) 180 of the telematics unit.
The telematics unit 114 provides too many services to list them all, but several examples include: turn-by-turn directions and other navigation-related services provided in conjunction with the GPS based chipset/component 132; airbag deployment notification and other emergency or roadside assistance-related services provided in connection with various crash and or collision sensor interface modules 156 and sensors 158 located throughout the vehicle. Infotainment-related services where music, Web pages, movies, television programs, video games and/or other content is downloaded by an infotainment center 136 operatively connected to the telematics unit 114 via vehicle bus 122 and audio bus 112. In one example, downloaded content is stored for current or later playback.
Again, the above-listed services are by no means an exhaustive list of all the capabilities of telematics unit 114, as should be appreciated by those skilled in the art, but are simply an illustration of some of the services that the telematics unit is capable of offering. It is anticipated that telematics unit 114 include a number of known components in addition to those listed above.
Vehicle communications preferably use radio transmissions to establish a voice channel with wireless carrier system 104 so that both voice and data transmissions can be sent and received over the voice channel. Vehicle communications are enabled via the cellular chipset/component 124 for voice communications and a wireless modem 126 for data transmission. In order to enable successful data transmission over the voice channel, wireless modem 126 applies some type of encoding or modulation to convert the digital data so that it can communicate through a vocoder or speech codec incorporated in the cellular chipset/component 124. Any suitable encoding or modulation technique that provides an acceptable data rate and bit error can be used with the present method. Dual mode antenna 160 services the GPS chipset/component and the cellular chipset/component.
Microphone 116 provides the driver or other vehicle occupant with a means for inputting verbal or other auditory commands, and can be equipped with an embedded voice processing unit utilizing a human/machine interface (HMI) technology known in the art. Conversely, speaker 118 provides verbal output to the vehicle occupants and can be either a stand-alone speaker specifically dedicated for use with the telematics unit 114 or can be part of a vehicle audio component 154. In either event, microphone 116 and speaker 118 enable vehicle hardware 110 and call center 108 to communicate with the occupants through audible speech. The vehicle hardware also includes one or more buttons or controls 120 for enabling a vehicle occupant to activate or engage one or more of the vehicle hardware components 110. For example, one of the buttons 120 can be an electronic push button used to initiate voice communication with call center 108 (whether it be a live advisor 148 or an automated call response system). In another example, one of the buttons 120 can be used to initiate emergency services.
The audio component 154 is operatively connected to the vehicle bus 122 and the audio bus 112. The audio component 154 receives analog information, rendering it as sound, via the audio bus 112. Digital information is received via the vehicle bus 122. The audio component 154 provides AM and FM radio, CD, DVD, and multimedia functionality independent of the infotainment center 136. Audio component 154 may contain a speaker system, or may utilize speaker 118 via arbitration on vehicle bus 122 and/or audio bus 112.
The vehicle crash and/or collision detection sensor interface 156 are operatively connected to the vehicle bus 122. The crash sensors 158 provide information to the telematics unit via the crash and/or collision detection sensor interface 156 regarding the severity of a vehicle collision, such as the angle of impact and the amount of force sustained.
Vehicle sensors 162, connected to various sensor interface modules 134 are operatively connected to the vehicle bus 122. Example vehicle sensors include but are not limited to gyroscopes, accelerometers, magnetometers, emission detection and/or control sensors, and the like. Example sensor interface modules 134 include power train control, climate control, and body control, to name but a few.
Wireless carrier system 104 is preferably a cellular telephone system or any other suitable wireless system that transmits signals between the vehicle hardware 110 and land network 106. According to an example, wireless carrier system 104 includes one or more cell towers 138, base stations and/or mobile switching centers (MSCs) 140, as well as any other networking components required to connect the wireless system 104 with land network 106. A component in the mobile switching center may include a remote data server 180. As appreciated by those skilled in the art, various cell tower/base station/MSC arrangements are possible and could be used with wireless system 104. For example, a base station and a cell tower could be co-located at the same site or they could be remotely located, and a single base station could be coupled to various cell towers or various base stations could be coupled with a single MSC, to but a few of the possible arrangements. Preferably, a speech codec or vocoder is incorporated in one or more of the base stations, but depending on the particular architecture of the wireless network, it could be incorporated within a Mobile Switching Center or some other network components as well.
Land network 106 can be a conventional land-based telecommunications network that is connected to one or more landline telephones and connects wireless carrier network 104 to call center 108. For example, land network 106 can include a public switched telephone network (PSTN) and/or an Internet protocol (IP) network, as is appreciated by those skilled in the art. Of course, one or more segments of the land network 106 can be implemented in the form of a standard wired network, a fiber or other optical network, a cable network, other wireless networks such as wireless local networks (WLANs) or networks providing broadband wireless access (BWA), or any combination thereof.
Call Center (OCC) 108 is designed to provide the vehicle hardware 110 with a number of different system back-end functions and, according to the example shown here, generally includes one or more switches 142, servers 144, databases 146, live advisors 148, as well as a variety of other telecommunication and computer equipment 150 that is known to those skilled in the art. These various call center components are preferably coupled to one another via a network connection or bus 152, such as the one previously described in connection with the vehicle hardware 110. Switch 142, which can be a private branch exchange (PBX) switch, routes incoming signals so that voice transmissions are usually sent to either the live advisor 148 or an automated response system, and data transmissions are passed on to a modem or other piece of equipment 150 for demodulation and further signal processing. The modem 150 preferably includes an encoder, as previously explained, and can be connected to various devices such as a server 144 and database 146. For example, database 146 could be designed to store subscriber profile records, subscriber behavioral patterns, or any other pertinent subscriber information. Although the illustrated example has been described as it would be used in conjunction with a manned call center 108, it will be appreciated that the call center 108 can be any central or remote facility, manned or unmanned, mobile or fixed, to or from which it is desirable to exchange voice and data.
A network access device of a telematics unit 114 may operate in one of at least three different states that include an On State, a Standby State, and an Off State. During an On State, a NAD 180 connects to a wireless network if it is in an “In Service” wireless area. An “In Service” area is where communication service is available to the telematics unit. If a NAD 180 is in a “No Service” wireless area, then it attempts to connect to a wireless network until it is in an “In Service” area. A “No Service” area is where communication service is unavailable to the telematics unit. When in Standby State (also called the sleep cycle), a NAD 180 dissipates low current (e.g. 13 mA-20 mA) in an “In Service” area when it is awakened for the telematics unit to perform functions (e.g. unlocking the vehicle doors, silencing a vehicle alarm). However, when a NAD 180 is in a “No Service” area (e.g. underground parking garage), a NAD 180 may dissipate many more times the amount of current (e.g. 200 mA-300 mA). Consequently, a NAD 180 may drain the vehicle battery prematurely and enter into Off State, thereby rendering the telematics unit incapable of providing any services for the vehicle driver and rendering the vehicle incapable of starting.
The length of the Standby State or sleep cycle may be determined by a vehicle's ignition cycle patterns. The telematics unit may monitor and record the length of time a vehicle is turned off and then turned on given day or week. Accordingly, the telematics unit may adjust the length of its Standby State based on daily or weekly vehicle ignition cycle patterns. In addition, a subscriber may notify a telematics service provider of a change in vehicle ignition patterns through an advisor or a provider website. For example, a subscriber may notify an advisor that the vehicle will remain in an airport parking lot for five days. Consequently, the provider may then configure the subscriber's telematics unit to have a Standby State of 5 days or 120 hours.
Using the above example, a vehicle battery may have a current “budget”, or predetermined threshold of 120 hours for Standby State when the NAD 180 is in an “In Service” area with an average current drain of 20 mA per second. However, if the vehicle is parked in a “No Service” area, then the average current drain of the battery may be, for example, 200 mA per second. Consequently, the battery can last a predetermined threshold of 12 hours, instead of the budgeted 120 hours. Thus, if the vehicle is parked in a “No Service” area and the vehicle owner returns 24 hours later and finds that the keys are locked in the vehicle, the telematics unit 114 has no battery power to provide door unlocking services to the vehicle owner. Further, the vehicle owner cannot start the vehicle because the battery has been discharged.
In one aspect, the present invention can prevent shortening of the Standby State when the NAD 180 is in a “No Service” area. A Standby Counter sets the time interval of Standby State for the NAD 180 when in an “In Service” area. For example, when in an “In Service” area, the NAD may enter a mode of the Standby State whereby a Standby Counter could be set to the number of seconds in 120 hours. At the end of each second the Standby Counter is decremented by one unit value. To prevent prematurely entering Off State and draining the vehicle battery, the NAD 180 maintains a No Service Factor, e.g., equal to the ratio of the average current dissipation in a “No Service” area to the average current dissipation in an “In Service” area. For example, if the current dissipation in a “No Service” area is 200 mA and the current dissipation in an “In Service” area is 20 mA, then the No Service Factor is equal to 10. Consequently, when the NAD 180 is in a “No Service” area, it enters a different mode in the Standby State such that the NAD 180 decrements the standby counter by a value equal to the No Service Factor for every second it is in a “No Service” area.
After registering with the wireless network 710 and entering a user call or stealth call state, the NAD 180 also determines whether the vehicle ignition is turned from “off” to “on” or whether ACC or RAP bit is set to 1 on the LAN at decision 705. If any of these conditions are met, then the NAD 180 enters the On State of stage 330. Otherwise, the NAD 180 enters Standby State at stage 320.
At a next stage 560, the NAD 180 determines whether the Standby Counter is greater than zero. If so, the NAD 180 determines again whether the NAD 180 is in an “In Service” area 520. If the Standby Counter is not greater than zero, then the NAD 180 enters Off State 570. After registering with the wireless network 810 or entering the stealth call state 820, the NAD 180 determines whether the Standby Counter is greater than zero at stage 560. At a stage 830, if the NAD 180 determines whether the vehicle ignition is not turned from “off” to “on”, or the ACC or RAP is set to 1 on a LAN, or at a stage 840, determines whether a theft alarm has not been triggered, then at a next stage 560, the NAD 180 determines whether the Standby Counter is greater than zero. However, at a stage 830, if vehicle ignition is turned from “off” to “on”, or the ACC or RAP is set to 1 on a LAN, or at a stage 840, a theft alarm has been triggered, then at a next stage 850, the NAD 180 powers down registration from the wireless network. At stage 570, the NAD 180 enters Off State.
All references, including publications, patent applications, and patents, cited herein are hereby incorporated by reference to the same extent as if each reference were individually and specifically indicated to be incorporated by reference and were set forth in its entirety herein.
The use of the terms “a” and “an” and “the” and similar referents in the context of describing the invention (especially in the context of the following claims) are to be construed to cover both the singular and the plural, unless otherwise indicated herein or clearly contradicted by context. The terms “comprising,” “having,” “including,” and “containing” are to be construed as open-ended terms (i.e., meaning “including, but not limited to,”) unless otherwise noted. Recitation of ranges of values herein are merely intended to serve as a shorthand method of referring individually to each separate value falling within the range, unless otherwise indicated herein, and each separate value is incorporated into the specification as if it were individually recited herein. All methods described herein can be performed in any suitable order unless otherwise indicated herein or otherwise clearly contradicted by context. The use of any and all examples, or exemplary language (e.g., “such as”) provided herein, is intended merely to better illuminate the invention and does not pose a limitation on the scope of the invention unless otherwise claimed. No language in the specification should be construed as indicating any non-claimed element as essential to the practice of the invention.
Preferred embodiments of this invention are described herein, including the best mode known to the inventors for carrying out the invention. Variations of those preferred embodiments may become apparent to those of ordinary skill in the art upon reading the foregoing description. The inventors expect skilled artisans to employ such variations as appropriate, and the inventors intend for the invention to be practiced otherwise than as specifically described herein. Accordingly, this invention includes all modifications and equivalents of the subject matter recited in the claims appended hereto as permitted by applicable law. Moreover, any combination of the above-described elements in all possible variations thereof is encompassed by the invention unless otherwise indicated herein or otherwise clearly contradicted by context.
