Systems and methods for piezoelectric sensor microphone window keypad entry

Disclosed are systems and methods that uses a window as a keypad entry system that functions as a replacement for a keyless entry keypad in a vehicle. The system includes a vehicle window functional as a keypad using piezoelectric transducers that capture resonance from the vehicle window when pressure waves (e.g., generated by voice commands or taps) impact the glass. A transducer controller amplifies the vibrations from the vehicle window user tap or spoken commands and triangulates the signal to localize a position of the origination point of the tap, which may be mapped to a respective numeric or cardinal input value. The system may include a low power mode that receives input while the vehicle is off.

BACKGROUND

Vehicle users widely appreciate the ability to enter a vehicle using a keypad. They appreciate the convenience of leaving keys inside the vehicle or the ability to enable guests/children to access to the vehicle without giving them the keys.

Keypads are generally disposed on an exterior surface of the vehicle on the door or door pillar. Various types of button interfaces are currently used, which may be susceptible to weather conditions when configured outside of the vehicle. Other input mechanisms, including microphones, may also be utilized in automotive control systems to provide input for various applications associated with automotive operation. Conventional microphone sensors may also be susceptible to weather conditions when configured outside of a vehicle.

DETAILED DESCRIPTION

Overview

Disclosed are systems and methods that uses a window as a microphone as a replacement for keyless entry to a vehicle. Embodiments described herein can include a window keypad entry system that uses a window as a microphone for keyless entry to a vehicle. The system can include a vehicle window configured to operate as a keypad utilizing an array of piezo transducers that capture resonance on an outside surface of the vehicle window when pressure waves from window touches or taps generated by a user impact the vehicle window glass. To recognize the vibration signals, a transducer controller amplifies vibrations from the vehicle window tap to localize the tap relative to a fixed position or control point on the automotive glass.

The window acts as a microphone using the embedded microphone array containing a plurality of piezo transducer microphones that can detect and measure resonance of the surface of the window via pressure waves generated on the window surface by user touches or taps. A transducer controller disposed in communication with the microphone array triangulates the tap locations and associates the locations of each respective tap with a numeric or cardinal Personal Identification Number (PIN) digit in lieu of a normal touchpad PIN on a vehicle. In one example embodiment, the user can tap the window to wake-up the system from a low-power mode and subsequently enter a PIN code on the window glass after it transitions into a high-power mode. In some instances, a keyboard may be projected on the glass and triangulation from the piezo element may be used to locate the position of a press on the glass.

The window keypad entry system may process an initializing tap to the vehicle window while the vehicle is turned off and the system is in the low-power mode using input from the piezo transducers operating as part of the microphone array. In the low-power mode, the window keypad entry system may operate with a low clock speed relative to a power mode that operates at a full clock speed. The low-power mode may also operate with minimum signal amplification to minimize power consumption as compared to a full signal amplification associated with the high-power mode.

The user may engage the window keypad entry system with a tap on the window using a fingertip or object. The piezo transducers of the microphone array may detect the vibration pulse. The transducer controller may switch to the high-power mode responsive to receiving the vibration pulse, where the high-power mode utilizes a full clock speed and full signal amplification. The window keypad entry system may then receive a second tap, a third tap, etc., via the microphone array, decode the location(s) of the taps to determine either a numeric value associated with a tap location or a cardinal location of each respective tap input. The transducer controller may then concatenate the individual cardinal or numeric digits to form a PIN and forward the PIN to the vehicle's body control module to trigger an actuator that may unlock the vehicle responsive to an authenticated PIN code.

The system may include a low-power mode that listens for input while the vehicle is off. In a second high-power mode, the system may detect a voice or tapping event, which may prompt a transition to a wake-up state. In some instances, the system may associate a number and timing of taps with unique user keys, similar to key selections of numbers on a keypad.

In other instances, the system may recognize a verbal input that includes a spoken PIN code. The system may utilize the piezoelectric transducer microphone to receive and amplify speech through vibrations received using the vehicle window glass.

The piezoelectric diaphragm transducer system may allow a secondary use of automotive window glass to function as a keypad for a keyless vehicle entry system. In some aspects, the disclosed system may not rely on capacitive or mechanical buttons disposed on vehicle exterior surfaces that may wear over time and increase vehicle cost. Moreover, vehicle styling may be improved without unsightly keypad interfaces on the vehicle doors or other surfaces.

In other aspects, the disclosed system may enable additional user-friendly vehicle features without increasing vehicle cost, such as a vehicle security feature where the system recognizes user voice or tapping, then transitions the entry system from a low-power mode to a high-power mode for receiving verbal commands to unlock the vehicle. In other aspects, the system may provide tactile feedback to the user after entry of each digit when the vehicle window tapping feature is utilized.

These and other advantages of the present disclosure are provided in greater detail herein.

Illustrative Embodiments

FIG. 1depicts a piezoelectric diaphragm transducer window keypad system100that includes a microphone array101having a plurality of piezoelectric diaphragm transducer microphones110,115, and120. The microphone array101may be rigidly disposed on an interior surface of the vehicle window105at three or more locations.

FIG. 2illustrates a user205tapping the vehicle window105. As the user205taps the vehicle window105with a finger or other object, vibration associated with the tap on the vehicle window can travel on the glass medium of the vehicle window105from the point of impact210, since vibration travels through a medium at a given rate that varies with respect to distance traveled. For example, in one example glass medium, the vibratory signals associated with the tap to the vehicle window105may travel at a speed of about 5500 meter/second, and may reach each of the three piezoelectric diaphragm transducer microphones110,115, and120at different times, respectively, depending on the distance traveled from the point of impact210to the respective microphones. The transducer controller118may receive a vibratory signal from the piezoelectric diaphragm transducer microphones110,115, and120. The time points at which each of the three signals (215,220, and225) received from the piezoelectric diaphragm transducer microphones (110,115, and120, respectively) are referred to herein as t1, t2, and t3. It should be appreciated that t1, t2, and t3are not the times it takes to travel from the point of impact210to each respective piezoelectric diaphragm transducer microphone, but rather a time reference indicative of a respective time of arrival.

Given a known time of arrival, the following system of equations must then be true, with x1, y1, x2, y2, x3, y3, t1, t2, and t3being known variables, xT, yT, t0being unknown variables, and v a measurable parameter, such that,

In one aspect, the transducer controller118may solve for the unknown variables xT, yT, t0being unknown variables, and the measurable parameter v known methods, such that the transducer controller118may determine a location of a tap on the vehicle window105.

FIG. 3illustrates an example process diagram300for using a piezoelectric diaphragm transducer window keypad system100to provide user access to a vehicle (not shown inFIG. 3), in accordance with example embodiments of this disclosure.

To recognize sound external to the vehicle, including voice commands, a vibratory signal must be amplified to a sufficient level for processing onboard the vehicle. This type of processing may require a level of power consumption that would drain the vehicle battery (not shown inFIG. 3) if signal conditioning circuitry (e.g., a tap detection module325) and a sound/voice processing module310were left running while the vehicle is keyed off.

The piezoelectric diaphragm transducer microphones110-120may communicate the vibratory signals215-220(as shown inFIG. 2) with a tap detection module325and a low-power signal conditioning module320. The process300may use the piezoelectric diaphragm transducer microphone(s)301(which may be substantially similar or identical to the piezoelectric diaphragm transducer microphones110-120depicted with respect toFIGS. 1 and 2) to receive tap inputs345and voice inputs340resonating through automotive glass (e.g., the vehicle window105) to provide vehicle access. In some instances, the piezoelectric diaphragm transducer microphone301can be any one or a combination of the piezoelectric diaphragm transducer microphones110-120. The piezoelectric diaphragm transducer microphone(s)301may be or include a transducer assembly configured to act as a weather-resistant solid-state microphone device that is mountable on a vehicle interior or exterior, in locations that may normally be unsuitable for microphones or other input devices, such as the engine compartment, or in the present embodiment, automotive glass. The transducer assembly may include a piezoelectric actuator (not shown inFIG. 3), such as the type conventionally used in small consumer electronics to produce beeps, chirps, or other sound output, or may be configured as another type of piezoelectric microphone unit. The piezoelectric diaphragm transducer microphones110-120may be rigidly mountable to a resonating surface such as the vehicle window105(as shown inFIGS. 1 and 2), and may be programmed to use the vehicle window to receive sound vibrations and taps that cause the piezoelectric diaphragm transducer microphone(s)301to produce the piezo transducer signals (e.g., the vibratory signals215-225) for processing by an automotive computer (not shown inFIG. 3) using the tap detection module325and/or the low-power signal conditioning module320.

The piezoelectric diaphragm transducer microphone(s)301may detect vibration inputs through the automotive glass of the vehicle window105(as shown inFIGS. 1 and 2) that cause the piezoelectric diaphragm transducer window keypad system100to utilize one or more of two logical paths using the piezo transducer signal. The upper-most process blocks include the signal conditioning module305and a sound/voice processing module310, which may be maintained in a low-power or dormant state while the vehicle is keyed off. The second path, shown on the bottom row ofFIG. 3, includes a high resolution interrupt service318, a phase shift triangulation module322, a body control module (BCM)330in communication with the phase shift triangulation module322, and a door latch mechanism335disposed in communication with the BCM330.

In some aspects, the piezoelectric diaphragm transducer microphone(s)301may be tuned and/or programmed to detect finger tapping on the vehicle windows in proximity of the piezoelectric diaphragm transducer microphones110-120. Because the vibrations/sound waves associated with a tap on the glass are considerably stronger (e.g., having a higher amplitude) as compared to vibration induced by spoken sound waves, the piezoelectric diaphragm transducer window keypad system100may require a significantly lower power requirement to power the standby processor (not shown inFIG. 3) associated with the low-power signal conditioning module320. The tap detection module325may require significantly less power to detect and/or process a window tap, and therefore the signal conditioning module may be kept active while the vehicle is off.

In an example embodiment, the low-power signal conditioning module320may receive a tap input345. Responsive to receiving the tap input (which may also be considered a wake-up signal), the tap detection module325may transmit a wake-up request350to the phase shift triangulation module322, which may then perform the calculations described with respect toFIG. 2.

In another embodiment, responsive to the vibration processing module325detecting a tapping event, it may send a request message355to wake-up the sound/voice processing module310. Once awake and in a high-power mode, the sound/voice processing module310may allow the user to enter request input by voice. In other aspects, responsive to recognizing a known sequence of taps or verbal utterances associated with a valid PIN code, the vehicle may trigger the body control module330to provide access to the vehicle by triggering an unlock action via the door latch mechanism335.

It may be challenging to reflect a virtual keypad onto a surface of the vehicle window105. The widespread use of smartphones has shown that users may be comfortable with swipe patterns associated with locking and unlocking mobile devices. In one example embodiment, instead of tapping numerical digits on a virtual window keypad, a user may wish to memorize a code in a easy to remember cardinal direction format, such as NSWEC (North, South, West, East, Center).FIGS. 4A, 4B, 4C, 4D, 4E, and 4Fdepict views of cardinal taps at locations on the vehicle window105that may be measured with respect to a location of an initializing tap location400, according to example embodiments of the present disclosure.

Referring first toFIG. 4A, the user205(not shown inFIGS. 4A-4E) may activate the piezoelectric diaphragm transducer window keypad system100in keypad mode by tapping anywhere on the window (as described with respect toFIG. 3, for example), which may enable wake-up features in the transducer controller118for fast interrupt processing needed for triangulation.

In one aspect, the transducer controller118may associate a series of taps (shown inFIGS. 4B-4F), which may be respectively measured relative to an initializing tap400, to concatenate the cardinal directions into a string of information that may be associated with a unique PIN.

For example,FIG. 4Adepicts an initializing tap400, which may be used as a control point from which other taps are directionally measured.

As shown inFIG. 4B, to enter the symbol NORTH, the user may tap the window north of the initializing tap location400(with north being up relative to the initializing tap location400, as shown as tap405inFIG. 4B). Similarly, as shown inFIG. 4C, a SOUTH tap410is depicted, and inFIG. 4Da WEST tap415is shown.FIG. 4Edepicts an EAST tap420.

The CENTER tap425cardinal input tap may be entered by tapping on the same location (or approximately same location) as the initializing tap location400.

According to an embodiment, a user may enter a series of cardinal location taps that form a unique pattern which the transducer controller118may use to generate a unique PIN string that may be sent to the BCM for user authentication that may trigger vehicle access.

FIG. 5depicts an example computing environment500that can include a vehicle505. The vehicle505may include an automotive computer545, and a Vehicle Controls Unit (VCU)565that can include a plurality of electronic control units (ECUs)517disposed in communication with the automotive computer545. A mobile device520, which may be associated with the user205and the vehicle505, may connect with the automotive computer545using wired and/or wireless communication protocols and transceivers. The mobile device520may be communicatively coupled with the vehicle505via one or more network(s)525, which may communicate via one or more wireless connection(s)530, and/or may connect with the vehicle505directly using near field communication (NFC) protocols, Bluetooth® protocols, Wi-Fi, Ultra-Wide Band (UWB), and other possible data connection and sharing techniques.

The vehicle505may also receive and/or be in communication with a Global Positioning System (GPS)575. The GPS575may be a satellite system (as depicted inFIG. 4) such as the global navigation satellite system (GLNSS), Galileo, or navigation or other similar system. In other aspects, the GPS575may be a terrestrial-based navigation network. In some embodiments, the vehicle505may utilize a combination of GPS and Dead Reckoning responsive to determining that a threshold number of satellites are not recognized.

The automotive computer545may be or include an electronic vehicle controller, having one or more processor(s)550and memory555. The automotive computer545may, in some example embodiments, be disposed in communication with the mobile device520, and one or more server(s)570. The server(s)570may be part of a cloud-based computing infrastructure, and may be associated with and/or include a Telematics Service Delivery Network (SDN) that provides digital data services to the vehicle505and other vehicles (not shown inFIG. 4) that may be part of a vehicle fleet.

Although illustrated as a sport utility, the vehicle505may take the form of another passenger or commercial automobile such as, for example, a car, a truck, high performance vehicle, a crossover vehicle, a van, a minivan, a taxi, a bus, etc., and may be configured and/or programmed to include various types of automotive drive systems. Example drive systems can include internal combustion engine (ICEs) powertrains having a gasoline, diesel, or natural gas-powered combustion engine with conventional drive components such as, a transmission, a drive shaft, a differential, etc.

In another configuration, the vehicle505may be configured as an electric vehicle (EV). More particularly, the vehicle505may include a battery EV (BEV) drive system, or be configured as a hybrid EV (HEV) having an independent onboard powerplant, a plug-in HEV (PHEV) that includes a HEV powertrain connectable to an external power source, and/or includes a parallel or series hybrid powertrain having a combustion engine powerplant and one or more EV drive systems. HEVs may further include battery and/or supercapacitor banks for power storage, flywheel power storage systems, or other power generation and storage infrastructure. The vehicle505may be further configured as a fuel cell vehicle (FCV) that converts liquid or solid fuel to usable power using a fuel cell, (e.g., a hydrogen fuel cell vehicle (HFCV) powertrain, etc.) and/or any combination of these drive systems and components.

Further, the vehicle505may be a manually driven vehicle, and/or be configured and/or programmed to operate in a fully autonomous (e.g., driverless) mode (e.g., Level-5 autonomy) or in one or more partial autonomy modes which may include driver assist technologies. Examples of partial autonomy (or driver assist) modes are widely understood in the art as autonomy Levels 1 through 4.

The mobile device520can include a memory523for storing program instructions associated with an application535that, when executed by a mobile device processor521, performs aspects of the disclosed embodiments. The application (or “app”)535may be part of the Piezoelectric diaphragm transducer window keypad system100, or may provide information to the Piezoelectric diaphragm transducer window keypad system100and/or receive information from the Piezoelectric diaphragm transducer window keypad system100.

In some aspects, the mobile device520may communicate with the vehicle505through the one or more wireless connection(s)530, which may be encrypted and established between the mobile device520and a Telematics Control Unit (TCU)560. The mobile device520may communicate with the TCU560using a wireless transmitter (not shown inFIG. 4) associated with the TCU560on the vehicle505. The transmitter may communicate with the mobile device520using a wireless communication network such as, for example, the one or more network(s)525. The wireless connection(s)530are depicted inFIG. 4as communicating via the one or more network(s)525, and via one or more wireless connection(s)533that can be direct connection(s) between the vehicle505and the mobile device520. The wireless connection(s)533may include various low-energy protocols including, for example, Bluetooth®, Bluetooth® Low-Energy (BLE®), UWB, Near Field Communication (NFC), or other protocols.

The network(s)525illustrate an example communication infrastructure in which the connected devices discussed in various embodiments of this disclosure may communicate. The network(s)525may be and/or include the Internet, a private network, public network or other configuration that operates using any one or more known communication protocols such as, for example, transmission control protocol/Internet protocol (TCP/IP), Bluetooth®, BLE®, Wi-Fi based on the Institute of Electrical and Electronics Engineers (IEEE) standard 802.11, UWB, and cellular technologies such as Time Division Multiple Access (TDMA), Code Division Multiple Access (CDMA), High Speed Packet Access (HSPDA), Long-Term Evolution (LTE), Global System for Mobile Communications (GSM), and Fifth Generation (5G), to name a few examples.

The automotive computer545may be installed in an engine compartment of the vehicle505(or elsewhere in the vehicle505) and operate as a functional part of the Piezoelectric diaphragm transducer window keypad system100, in accordance with the disclosure. The automotive computer545may include one or more processor(s)550and a computer-readable memory555.

The one or more processor(s)550may be disposed in communication with one or more memory devices disposed in communication with the respective computing systems (e.g., the memory555and/or one or more external databases not shown inFIG. 5). The processor(s)550may utilize the memory555to store programs in code and/or to store data for performing aspects in accordance with the disclosure. The memory555may be a non-transitory computer-readable memory storing a keyless vehicle access program code. The memory555can include any one or a combination of volatile memory elements (e.g., dynamic random access memory (DRAM), synchronous dynamic random-access memory (SDRAM), etc.) and can include any one or more nonvolatile memory elements (e.g., erasable programmable read-only memory (EPROM), flash memory, electronically erasable programmable read-only memory (EEPROM), programmable read-only memory (PROM), etc. In some aspects, the memory555may include a Piezoelectric diaphragm transducer window keypad system100.

The VCU565may share a power bus578with the automotive computer545, and may be configured and/or programmed to coordinate the data between vehicle505systems, connected servers (e.g., the server(s)570), and other vehicles (not shown inFIG. 5) operating as part of a vehicle fleet. The VCU565can include or communicate with any combination of the ECUs517, such as, for example, a Body Control Module (BCM)593, an Engine Control Module (ECM)585, a Transmission Control Module (TCM)590, the TCU560, a Driver Assistance Technologies (DAT) controller599, etc. The VCU565may further include and/or communicate with a Vehicle Perception System (VPS)581, having connectivity with and/or control of one or more vehicle sensory system(s)582. In some aspects, the VCU565may control operational aspects of the vehicle505, and implement one or more instruction sets received from the application535operating on the mobile device520, from one or more instruction sets stored in computer memory555of the automotive computer545, including instructions operational as part of the Piezoelectric diaphragm transducer window keypad system100.

The TCU560can be configured and/or programmed to provide vehicle connectivity to wireless computing systems onboard and offboard the vehicle505, and may include a Navigation (NAV) receiver588for receiving and processing a GPS signal from the GPS575, a BLE® Module (BLEM)595, a Wi-Fi transceiver, a UWB transceiver, and/or other wireless transceivers (not shown inFIG. 5) that may be configurable for wireless communication between the vehicle505and other systems, computers, and modules. The TCU560may be disposed in communication with the ECUs517by way of a bus580. In some aspects, the TCU560may retrieve data and send data as a node in a CAN bus.

The BLEM595may establish wireless communication using Bluetooth® and BLE® communication protocols by broadcasting and/or listening for broadcasts of small advertising packets, and establishing connections with responsive devices that are configured according to embodiments described herein. For example, the BLEM595may include Generic Attribute Profile (GATT) device connectivity for client devices that respond to or initiate GATT commands and requests, and connect directly with the mobile device520, and/or one or more keys (which may include, for example, the fob579).

The bus580may be configured as a Controller Area Network (CAN) bus organized with a multi-master serial bus standard for connecting two or more of the ECUs517as nodes using a message-based protocol that can be configured and/or programmed to allow the ECUs517to communicate with each other. The bus580may be or include a high speed CAN (which may have bit speeds up to 1 Mb/s on CAN, 5 Mb/s on CAN Flexible Data Rate (CAN FD)), and can include a low-speed or fault tolerant CAN (up to 125 Kbps), which may, in some configurations, use a linear bus configuration. In some aspects, the ECUs517may communicate with a host computer (e.g., the automotive computer545, the Piezoelectric diaphragm transducer window keypad system100, and/or the server(s)570, etc.), and may also communicate with one another without the necessity of a host computer. The bus580may connect the ECUs517with the automotive computer545such that the automotive computer545may retrieve information from, send information to, and otherwise interact with the ECUs517to perform steps described according to embodiments of the present disclosure. The bus580may connect CAN bus nodes (e.g., the ECUs517) to each other through a two-wire bus, which may be a twisted pair having a nominal characteristic impedance. The bus580may also be accomplished using other communication protocol solutions, such as Media Oriented Systems Transport (MOST) or Ethernet. In other aspects, the bus580may be a wireless intra-vehicle bus.

The VCU565may control various loads directly via the bus580communication or implement such control in conjunction with the BCM593. The ECUs517described with respect to the VCU565are provided for example purposes only, and are not intended to be limiting or exclusive. Control and/or communication with other control modules not shown inFIG. 5is possible, and such control is contemplated.

In an example embodiment, the ECUs517may control aspects of vehicle operation and communication using inputs from human drivers, inputs from an autonomous vehicle controller, the Piezoelectric diaphragm transducer window keypad system100, and/or via wireless signal inputs received via the wireless connection(s)533from other connected devices such as the mobile device520, among others. The ECUs517, when configured as nodes in the bus580, may each include a central processing unit (CPU), a CAN controller, and/or a transceiver (not shown inFIG. 5). For example, although the mobile device520is depicted inFIG. 5as connecting to the vehicle505via the BLEM595, it is possible and contemplated that the wireless connection533may also or alternatively be established between the mobile device520and one or more of the ECUs517via the respective transceiver(s) associated with the module(s).

The BCM593generally includes integration of sensors, vehicle performance indicators, and variable reactors associated with vehicle systems, and may include processor-based power distribution circuitry that can control functions associated with the vehicle body such as lights, windows, security, door locks and access control, and various comfort controls. The BCM593may also operate as a gateway for bus and network interfaces to interact with remote ECUs (not shown inFIG. 5). In one aspect, the BCM593may include and/or operate a transducer controller.

The BCM593may coordinate any one or more functions from a wide range of vehicle functionality, including energy management systems, alarms, vehicle immobilizers, driver and rider access authorization systems, Phone-as-a-Key (PaaK) systems, driver assistance systems, AV control systems, power windows, doors, actuators, and other functionality, etc. The BCM130may be configured for vehicle energy management, exterior lighting control, wiper functionality, power window and door functionality, heating ventilation and air conditioning systems, and driver integration systems. In other aspects, the BCM593may control auxiliary equipment functionality, and/or be responsible for integration of such functionality.

Although the present embodiments are configured such that a keypad entry system may not be needed, in some aspects, the vehicle505may include one or more Door Access Panels (DAPs)591disposed on exterior door surface(s) of vehicle door(s)598, and connected with a DAP controller (not shown inFIG. 5). In some aspects, the user205may have the option of entering a vehicle by typing in a personal identification number (PIN) on an exterior interface associated with a vehicle. The user interface may be included as part of a Door Access Panel (DAP)591, a wireless keypad, included as a part of the mobile device520, or included as part of another interface. The DAP591, which may operate and/or communicate with the BCM593or another of the ECUs517, can include and/or connect with an interface with which a ridehail passenger, user, (or any other user such as the user205) may input identification credentials and receive information from the system. In one aspect, the interface may be or include a DAP591disposed on a vehicle door598, and can include an interface device from which the user can interact with the system by selecting their unique identifier from a list, and by entering personal identification numbers (PINs) and other non-personally identifying information. In some embodiments, the interface may be a mobile device, a keypad, a wireless or wired input device, a vehicle infotainment system, and/or the like. In other embodiments described herein, the interface may be the automotive glass configured as a virtual keypad. Accordingly, it should be appreciated that, although a DAP is described with respect to embodiments herein, the interface may alternatively be one or more other types of interfaces described above.

The BCM593, can include sensory and processor functionality and hardware to facilitate user and device authentication, and provide occupant customizations and support that provide customized experiences for vehicle occupants. The BCM130may connect with a Driver Assistance Technologies (DAT) controller599configured and/or programmed to provide biometric authentication controls, including, for example, facial recognition, fingerprint recognition, voice recognition, and/or other information associated with characterization, identification, and/or verification for other human factors such as gait recognition, body heat signatures, eye tracking, etc. In some aspects, the BCM593may include communication with a macrocapacitive sensor system that may determine when the user205is approaching the vehicle, and responsive to determining that approach (or proximity to the vehicle505), transition one or more systems from a low power state to a high power state.

The processor(s)550may provide initial access to the vehicle505when the mobile device520is within the detection zone546(also referred to herein as a Passive Entry Passive Start (PEPS) zone). Determining that the mobile device520is proximate to the vehicle505and within the PEPS zone546, in conjunction with one or more other triggers, may cause pre-authorization steps to begin. For example, the processor(s)550may generate a secure processor initialization instruction responsive to a door latch opening, or a user touching the sensory area of a door handle or keyless entry keypad, or presence detection through cameras or other electromagnetic sensing. The processor(s)550may receive a sensor output that indicates an attempt to enter the vehicle.

The handle touch, by itself, would not trigger an unlock instruction. Rather, in an example embodiment, the touch to the door handle596, plus the proximity indication associated with the position of the mobile device520with respect to the vehicle505, may cause a door handle sensor (not shown inFIG. 5) to transmit sensor output to the processor(s)550. The processor(s)550may receive the vehicle sensor output associated with the actuation of the door handle596(and more precisely, associated with an actuation of a door latch mechanism (not shown inFIG. 5) of the door handle596), and generate a secure processor initialization instruction to the processor(s)550in response.

The processor(s)550may also provide access to the vehicle505in conjunction with the processor(s)550by unlocking the door598, based on the key-on request and/or the authentication message (key-on request and authentication message not shown inFIG. 5) stored in the cache memory of the automotive computer545. The secure processor initialization instruction may initialize the processor(s)550, by sending instructions that “wake up” the processor(s)550by changing a power mode profile from a low-energy state to a higher-energy state. Once initialized, the processor(s)550may verify the authentication message (not shown inFIG. 5) stored in the cache memory of the automotive computer545before unlocking the door598.

The computing system architecture of the automotive computer545, VCU565, and/or the piezoelectric diaphragm transducer window keypad system100may omit certain computing modules. It should be readily understood that the computing environment depicted inFIG. 5is an example of a possible implementation according to the present disclosure, and thus, it should not be considered limiting or exclusive.

The automotive computer545may connect with an infotainment system510that may provide an interface for the navigation and GPS receiver588, and the piezoelectric diaphragm transducer window keypad system100. The infotainment system510may include a touchscreen interface portion511, and may include voice recognition features, biometric identification capabilities that can identify users based on facial recognition, voice recognition, fingerprint identification, or other biological identification means. In other aspects, the infotainment system510may provide user identification using mobile device pairing techniques (e.g., connecting with the mobile device520, a PIN code, a password, passphrase, or other identifying means.