Vehicle identification or authentication

A vehicle includes an on board microprocessor that is programmed to receive and transmit multiple authentication factors or a key derived therefrom to a remote server to authenticate the vehicle or a vehicle occupant to a remote server. The multiple authentication factors comprise a plurality of an electronic address of a portable communication device of the occupant sensed by an on board sensor, a wireless remote signal description sensed by an on board sensor, a vehicle-related identifier, a vehicle parameter sensed by the on board processor, an environmental parameter sensed by the on board processor, and a passcode received by the microprocessor from the remote server.

FIELD

The present disclosure is generally directed to vehicle systems, in particular, toward electric and/or hybrid-electric vehicles.

BACKGROUND

In recent years, transportation methods have changed substantially. This change is due in part to a concern over the limited availability of natural resources, a proliferation in personal technology, and a societal shift to adopt more environmentally friendly transportation solutions. These considerations have encouraged the development of a number of new flexible-fuel vehicles, hybrid-electric vehicles, and electric vehicles.

While these vehicles appear to be new they are generally implemented as a number of traditional subsystems that are merely tied to an alternative power source. In fact, the design and construction of the vehicles is limited to standard frame sizes, shapes, materials, and transportation concepts. Among other things, these limitations fail to take advantage of the benefits of new technology, power sources, and support infrastructure.

DETAILED DESCRIPTION

Embodiments of the present disclosure will be described in connection with a vehicle, and in accordance with one exemplary embodiment an electric vehicle and/or hybrid-electric vehicle and associated systems.

With attention toFIGS. 1-11, embodiments of the electric vehicle system10and method of use are depicted.

Referring toFIG. 1, the electric vehicle system comprises electric vehicle100. The electric vehicle100comprises vehicle front110, vehicle aft120, vehicle roof130, vehicle side160, vehicle undercarriage140and vehicle interior150.

Referring toFIG. 2, the vehicle100is depicted in a plurality of exemplary environments. The vehicle100may operate in any one or more of the depicted environments in any combination. Other embodiments are possible but are not depicted inFIG. 2. Generally, the vehicle100may operate in environments which enable charging of the vehicle100and/or operation of the vehicle100. More specifically, the vehicle100may receive a charge via one or more means comprising emergency charging vehicle system270, aerial vehicle charging system280, roadway system250, robotic charging system254and overhead charging system258. The vehicle100may interact and/or operate in an environment comprising one or more other roadway vehicles260. The vehicle100may engage with elements within the vehicle100comprising vehicle driver220, vehicle passengers220and vehicle database210. In one embodiment, vehicle database210does not physically reside in the vehicle100but is instead accessed remotely, e.g. by wireless communication, and resides in another location such as a residence or business location. Vehicle100may operate autonomously and/or semi-autonomously in an autonomous environment290(here, depicted as a roadway environment presenting a roadway obstacle of which the vehicle100autonomously identifies and steers the vehicle100clear of the obstacle). Furthermore, the vehicle100may engage with a remote operator system240, which may provide fleet management instructions or control.

FIG. 3is a diagram of an embodiment of a data structure300for storing information about a vehicle100in an environment. The data structure may be stored in vehicle database210. Generally, data structure300identifies operational data associated with charging types310A. The data structures300may be accessible by a vehicle controller. The data contained in data structure300enables, among other things, for the vehicle100to receive a charge from a given charging type.

Data may comprise charging type310A comprising a manual charging station310J, robotic charging station310K such as robotic charging system254, a roadway charging system310L such as those of roadway system250, an emergency charging system310M such as that of emergency charging vehicle system270, an emergency charging system310N such as that of aerial vehicle charging system280, and overhead charging type310O such as that of overhead charging system258.

Compatible vehicle charging panel types310B comprise locations on vehicle100wherein charging may be received, such as vehicle roof130, vehicle side160and vehicle lower or undercarriage140. Compatible vehicle storage units310C data indicates storage units types that may receive power from a given charging type310A. Available automation level310D data indicates the degree of automation available for a given charging type; a high level may indicate full automation, allowing the vehicle driver220and/or vehicle passengers230to not involve themselves in charging operations, while a low level of automation may require the driver220and/or occupant230to manipulate/position a vehicle charging device to engage with a particular charging type310A to receive charging. Charging status310E indicates whether a charging type310A is available for charging (i.e. is “up”) or is unavailable for charging (i.e. is “down”). Charge rate310F provides a relative value for time to charge, while Cost310G indicates the cost to vehicle100to receive a given charge. The Other data element310H may provide additional data relevant to a given charging type310A, such as a recommended separation distance between a vehicle charging plate and the charging source. The Shielding data element310I indicates if electromagnetic shielding is recommended for a given charging type310A and/or charging configuration. Further data fields310P,310Q are possible.

FIG. 4Adepicts the vehicle100in a user environment comprising vehicle database210, vehicle driver220and vehicle passengers230. Vehicle100further comprises vehicle instrument panel400to facilitate or enable interactions with one or more of vehicle database210, vehicle driver220and vehicle passengers230. In one embodiment, driver210interacts with instrument panel400to query database210so as to locate available charging options and to consider or weigh associated terms and conditions of the charging options. Once a charging option is selected, driver210may engage or operate a manual control device (e.g., a joystick) to position a vehicle charging receiver panel so as to receive a charge.

FIG. 4Bdepicts the vehicle100in a user environment comprising a remote operator system240and an autonomous driving environment290. In the remote operator system240environment, a fleet of electric vehicles100(or mixture of electric and non-electric vehicles) is managed and/or controlled remotely. For example, a human operator may dictate that only certain types of charging types are to be used, or only those charging types below a certain price point are to be used. The remote operator system240may comprise a database comprising operational data, such as fleet-wide operational data. In another example, the vehicle100may operate in an autonomous driving environment290wherein the vehicle100is operated with some degree of autonomy, ranging from complete autonomous operation to semi-automation wherein only specific driving parameters (e.g., speed control or obstacle avoidance) are maintained or controlled autonomously. InFIG. 4B, autonomous driving environment290depicts an oil slick roadway hazard that triggers that triggers the vehicle100, while in an automated obstacle avoidance mode, to automatically steer around the roadway hazard.

FIG. 4Cshows one embodiment of the vehicle instrument panel400of vehicle100. Instrument panel400of vehicle100comprises steering wheel410, vehicle operational display420(which would provide basic driving data such as speed), one or more auxiliary displays424(which may display, e.g., entertainment applications such as music or radio selections), heads-up display434(which may provide, e.g., guidance information such as route to destination, or obstacle warning information to warn of a potential collision, or some or all primary vehicle operational data such as speed), power management display428(which may provide, e.g., data as to electric power levels of vehicle100), and charging manual controller432(which provides a physical input, e.g. a joystick, to manual maneuver, e.g., a vehicle charging plate to a desired separation distance). One or more of displays of instrument panel400may be touch-screen displays. One or more displays of instrument panel400may be mobile devices and/or applications residing on a mobile device such as a smart phone.

FIG. 5depicts a charging environment of a roadway charging system250. The charging area may be in the roadway504, on the roadway504, or otherwise adjacent to the roadway504, and/or combinations thereof. This static charging area520B may allow a charge to be transferred even while the electrical vehicle100is moving. For example, the static charging area520B may include a charging transmitter (e.g., conductor, etc.) that provides a transfer of energy when in a suitable range of a receiving unit (e.g., an inductor pick up, etc.). In this example, the receiving unit may be a part of the charging panel associated with the electrical vehicle100.

The static charging areas520A,520B may be positioned a static area such as a designated spot, pad, parking space540A,540B, traffic controlled space (e.g., an area adjacent to a stop sign, traffic light, gate, etc.), portion of a building, portion of a structure, etc., and/or combinations thereof. Some static charging areas may require that the electric vehicle100is stationary before a charge, or electrical energy transfer, is initiated. The charging of vehicle100may occur by any of several means comprising a plug or other protruding feature. The power source516A,516B may include a receptacle or other receiving feature, and/or vice versa.

The charging area may be a moving charging area520C. Moving charging areas520C may include charging areas associated with one or more portions of a vehicle, a robotic charging device, a tracked charging device, a rail charging device, etc., and/or combinations thereof. In a moving charging area520C, the electrical vehicle100may be configured to receive a charge, via a charging panel, while the vehicle100is moving and/or while the vehicle100is stationary. In some embodiments, the electrical vehicle100may synchronize to move at the same speed, acceleration, and/or path as the moving charging area520C. In one embodiment, the moving charging area520C may synchronize to move at the same speed, acceleration, and/or path as the electrical vehicle100. In any event, the synchronization may be based on an exchange of information communicated across a communications channel between the electric vehicle100and the charging area520C. Additionally or alternatively, the synchronization may be based on information associated with a movement of the electric vehicle100and/or the moving charging area520C. In some embodiments, the moving charging area520C may be configured to move along a direction or path532from an origin position to a destination position520C′.

In some embodiments, a transformer may be included to convert a power setting associated with a main power supply to a power supply used by the charging areas520A-C. For example, the transformer may increase or decrease a voltage associated with power supplied via one or more power transmission lines.

Referring toFIG. 6, a vehicle100is shown in a charging environment in accordance with embodiments of the present disclosure. The system10comprises a vehicle100, an electrical storage unit612, an external power source516able to provide a charge to the vehicle100, a charging panel608mounted on the vehicle100and in electrical communication with the electrical storage unit612, and a vehicle charging panel controller610. The charging panel controller610may determine if the electrical storage unit requires charging and if conditions allow for deployment of a charging panel. The vehicle charging panel608may operate in at least a retracted state and a deployed state (608and608′ as shown isFIG. 6), and is movable by way of an armature.

The charging panel controller610may receive signals from vehicle sensors626to determine, for example, if a hazard is present in the path of the vehicle100such that deployment of the vehicle charging panel608is inadvisable. The charging panel controller610may also query vehicle database210comprising data structures300to establish other required conditions for deployment. For example, the database may provide that a particular roadway does not provide a charging service or the charging service is inactive, wherein the charging panel108would not be deployed.

The power source516may include at least one electrical transmission line624and at least one power transmitter or charging area520. During a charge, the charging panel608may serve to transfer energy from the power source516to at least one energy storage unit612(e.g., battery, capacitor, power cell, etc.) of the electric vehicle100.

FIG. 7shows a vehicle100in a charging station environment254in accordance with another embodiment of the present disclosure. Generally, in this embodiment of the disclosure, charging occurs from a robotic unit700.

Robotic charging unit700comprises one or more robotic unit arms704, at least one robotic unit arm704interconnected with charging plate520. The one or more robotic unit arms704manoeuver charging plate520relative to charging panel608of vehicle100. Charging plate520is positioned to a desired or selectable separation distance, as assisted by a separation distance sensor disposed on charging plate520. Charging plate520may remain at a finite separation distance from charging panel608, or may directly contact charging panel (i.e. such that separation distance is zero). Charging may be by induction. In alternative embodiments, separation distance sensor is alternatively or additionally disposed on robotic arm704. Vehicle100receives charging via charging panel608which in turn charges energy storage unit612. Charging panel controller610is in communication with energy storage unit612, charging panel608, vehicle database300, charge provider controller622, and/or any one of elements of instrument panel400.

Robotic unit further comprises, is in communication with and/or is interconnected with charge provider controller622, power source516and a robotic unit database. Power source516supplies power, such as electrical power, to charge plate520to enable charging of vehicle100via charging panel608. Controller622manoeuvers or operates robotic unit704, either directly and/or completely or with assistance from a remote user, such as a driver or passenger in vehicle100by way of, in one embodiment, charging manual controller432.

FIG. 8shows a vehicle100in an overhead charging environment in accordance with another embodiment of the present disclosure. Generally, in this embodiment of the disclosure, charging occurs from an overhead towered charging system258, similar to existing commuter rail systems. Such an overhead towered system258may be easier to build and repair compared to in-roadway systems. Generally, the disclosure includes a specially-designed overhead roadway charging system comprising an overhead charging cable or first wire814that is configured to engage an overhead contact824which provides charge to charging panel608which provides charge to vehicle energy storage unit612. The overhead towered charging system258may further comprise second wire818to provide stability and structural strength to the roadway charging system800. The first wire814and second wire818are strung between towers810.

The overhead charging cable or first wire814is analogous to a contact wire used to provide charging to electric trains or other vehicles. An external source provides or supplies electrical power to the first wire814. The charge provider comprises an energy source i.e. a provider battery and a provider charge circuit or controller in communication with the provider battery. The overhead charging cable or first wire814engages the overhead contact824which is in electrical communication with charge receiver panel108. The overhead contact824may comprise any known means to connect to overhead electrical power cables, such as a pantograph820, a bow collector, a trolley pole or any means known to those skilled in the art. Further disclosure regarding electrical power or energy transfer via overhead systems is found in US Pat. Publ. No. 2013/0105264 to Ruth entitled “Pantograph Assembly,” the entire contents of which are incorporated by reference for all purposes. In one embodiment, the charging of vehicle100by overhead charging system800via overhead contact824is by any means know to those skilled in the art, to include those described in the above-referenced US Pat. Publ. No. 2013/0105264 to Ruth.

The overhead contact824presses against the underside of the lowest overhead wire of the overhead charging system, i.e. the overhead charging cable or first wire814, aka the contact wire. The overhead contact824may be electrically conductive. Alternatively or additionally, the overhead contact824may be adapted to receive electrical power from overhead charging cable or first wire814by inductive charging.

In one embodiment, the receipt and/or control of the energy provided via overhead contact824(as connected to the energy storage unit612) is provided by receiver charge circuit or charging panel controller110.

Overhead contact824and/or charging panel608may be located anywhere on vehicle100, to include, for example, the roof, side panel, trunk, hood, front or rear bumper of the charge receiver100vehicle, as long as the overhead contact824may engage the overhead charging cable or first wire814. Charging panel108may be stationary (e.g. disposed on the roof of vehicle100) or may be moveable, e.g. moveable with the pantograph820. Pantograph820may be positioned in at least two states comprising retracted and extended. In the extended state pantograph820engages first wire814by way of the overhead contact824. In the retracted state, pantograph820may typically reside flush with the roof of vehicle100and extend only when required for charging. Control of the charging and/or positioning of the charging plate608, pantograph820and/or overhead contact824may be manual, automatic or semi-automatic (such as via controller610); said control may be performed through a GUI engaged by driver or occupant of receiving vehicle100and/or driver or occupant of charging vehicle.

FIG. 9shows a vehicle in a roadway environment comprising roadway vehicles260in accordance with another embodiment of the present disclosure. Roadway vehicles260comprise roadway passive vehicles910and roadway active vehicles920. Roadway passive vehicles910comprise vehicles that are operating on the roadway of vehicle100but do no cooperatively or actively engage with vehicle100. Stated another way, roadway passive vehicles910are simply other vehicles operating on the roadway with the vehicle100and must be, among other things, avoided (e.g., to include when vehicle100is operating in an autonomous or semi-autonomous manner). In contrast, roadway active vehicles920comprise vehicles that are operating on the roadway of vehicle100and have the capability to, or actually are, actively engaging with vehicle100. For example, the emergency charging vehicle system270is a roadway active vehicle920in that it may cooperate or engage with vehicle100to provide charging. In some embodiments, vehicle100may exchange data with a roadway active vehicle920such as, for example, data regarding charging types available to the roadway active vehicle920.

FIG. 10shows a vehicle in an aerial vehicle charging environment in accordance with another embodiment of the present disclosure. Generally, this embodiment involves an aerial vehicle (“AV”), such as an Unmanned Aerial Vehicle (UAV), flying over or near a vehicle to provide a charge. The UAV may also land on the car to provide an emergency (or routine) charge. Such a charging scheme may be particularly suited for operations in remote areas, in high traffic situations, and/or when the car is moving. The AV may be a specially-designed UAV, aka RPV or drone, with a charging panel that can extend from the AV to provide a charge. The AV may include a battery pack and a charging circuit to deliver a charge to the vehicle. The AV may be a manned aerial vehicle, such as a piloted general aviation aircraft, such as a Cessna172.

With reference toFIG. 10, an exemplar embodiment of a vehicle charging system100comprising a charge provider configured as an aerial vehicle280, the aerial vehicle280comprising a power source516and charge provider controller622. The AV may be semi-autonomous or fully autonomous. The AV may have a remote pilot/operator providing control inputs. The power source516is configured to provide a charge to a charging panel608of vehicle100. The power source516is in communication with the charge provider controller622. The aerial vehicle280provides a tether1010to deploy or extend charging plate520near to charging panel608. The tether1010may comprise a chain, rope, rigid or semi-rigid tow bar or any means to position charging plate520near charging panel608. For example, tether1010may be similar to a refueling probe used by airborne tanker aircraft when refueling another aircraft.

In one embodiment, the charging plate520is not in physical interconnection to AV280, that is, there is no tether1010. In this embodiment, the charging plate520is positioned and controlled by AV280by way of a controller on AV280or in communication with AV280.

In one embodiment, the charging plate520position and/or characteristics (e.g. charging power level, flying separation distance, physical engagement on/off) are controlled by vehicle100and/or a user in or driver of vehicle100.

Charge or power output of power source516is provided or transmitted to charger plate620by way of a charging cable or wire, which may be integral to tether1010. In one embodiment, the charging cable is non-structural, that is, it provides zero or little structural support to the connection between AV280and charger plate520.

Charging panel608of vehicle100receives power from charger plate520. Charging panel608and charger plate520may be in direct physical contact (termed a “contact” charger configuration) or not in direct physical contact (termed a “flyer” charger configuration), but must be at or below a threshold (separation) distance to enable charging, such as by induction. Energy transfer or charging from the charger plate520to the charging panel608is inductive charging (i.e. use of an EM field to transfer energy between two objects). The charging panel608provides received power to energy storage unit612by way of charging panel controller610. Charging panel controller610is in communication with vehicle database210, vehicle database210comprising an AV charging data structure.

Charging panel508may be located anywhere on vehicle100, to include, for example, the roof, side panel, trunk, hood, front or rear bumper and wheel hub of vehicle100. Charging panel608is mounted on the roof of vehicle100in the embodiment ofFIG. 10. In some embodiments, charging panel608may be deployable, i.e. may extend or deploy only when charging is needed. For example, charging panel608may typically reside flush with the roof of vehicle100and extend when required for charging. Similarly, charger plate520may, in one embodiment, not be connected to AV280by way of tether1010and may instead be mounted directly on the AV280, to include, for example, the wing, empennage, undercarriage to include landing gear, and may be deployable or extendable when required. Tether1010may be configured to maneuver charging plate520to any position on vehicle100so as to enable charging. In one embodiment, the AV280may land on the vehicle100so as to enable charging through direct contact (i.e. the aforementioned contact charging configuration) between the charging plate520and the charging panel608of vehicle100. Charging may occur while both AV280and vehicle100are moving, while both vehicle100and AV280are not moving (i.e., vehicle100is parked and AV280lands on top of vehicle100), or while vehicle100is parked and AV280is hovering or circling above. Control of the charging and/or positioning of the charging plate520may be manual, automatic or semi-automatic; said control may be performed through a GUI engaged by driver or occupant of receiving vehicle100and/or driver or occupant of charging AV280.

FIG. 11is an embodiment of a vehicle emergency charging system comprising an emergency charging vehicle270and charge receiver vehicle100is disclosed. The emergency charging vehicle270is a road vehicle, such as a pick-up truck, as shown inFIG. 11. The emergency charging vehicle270is configured to provide a charge to a charge receiver vehicle100, such as an automobile. The emergency charging vehicle270comprises an energy source i.e. a charging power source516and a charge provider controller622in communication with the charging power source516. The emergency charging vehicle270provides a towed and/or articulated charger plate520, as connected to the emergency charging vehicle270by connector1150. The connector1150may comprise a chain, rope, rigid or semi-rigid tow bar or any means to position charger plate520near the charging panel608of vehicle100. Charge or power output of charging power source516is provided or transmitted to charger plate520by way of charging cable or wire1140. In one embodiment, the charging cable1140is non-structural, that is, it provides little or no structural support to the connection between emergency charging vehicle270and charging panel608. Charging panel608(of vehicle100) receives power from charger plate520. Charger plate520and charging panel608may be in direct physical contact or not in direct physical contact, but must be at or below a threshold separation distance to enable charging, such as by induction. Charger plate520may comprise wheels or rollers so as to roll along roadway surface. Charger plate520may also not contact the ground surface and instead be suspended above the ground; such a configuration may be termed a “flying” configuration. In the flying configuration, charger plate may form an aerodynamic surface to, for example, facilitate stability and control of the positioning of the charging plate520. Energy transfer or charging from the charger plate520to the charge receiver panel608is through inductive charging (i.e. use of an EM field to transfer energy between two objects). The charging panel608provides received power to energy storage unit612directly or by way of charging panel controller610. In one embodiment, the receipt and/or control of the energy provided via the charging panel608is provided by charging panel controller610.

Charging panel controller610may be located anywhere on charge receiver vehicle100, to include, for example, the roof, side panel, trunk, hood, front or rear bumper and wheel hub of charge receiver100vehicle. In some embodiments, charging panel608may be deployable, i.e. may extend or deploy only when charging is needed. For example, charging panel608may typically stow flush with the lower plane of vehicle100and extend when required for charging. Similarly, charger plate520may, in one embodiment, not be connected to the lower rear of the emergency charging vehicle270by way of connector1150and may instead be mounted on the emergency charging vehicle270, to include, for example, the roof, side panel, trunk, hood, front or rear bumper and wheel hub of emergency charging vehicle270. Connector1150may be configured to maneuver connector plate520to any position on emergency charging vehicle270so as to enable charging. Control of the charging and/or positioning of the charging plate may be manual, automatic or semi-automatic; said control may be performed through a GUI engaged by driver or occupant of receiving vehicle and/or driver or occupant of charging vehicle.

FIG. 12shows a perspective view of a vehicle100in accordance with embodiments of the present disclosure. Although shown in the form of a car, it should be appreciated that the vehicle100described herein may include any conveyance or model of a conveyance, where the conveyance was designed for the purpose of moving one or more tangible objects, such as people, animals, cargo, and the like. The term “vehicle” does not require that a conveyance moves or is capable of movement. Typical vehicles may include but are in no way limited to cars, trucks, motorcycles, busses, automobiles, trains, railed conveyances, boats, ships, marine conveyances, submarine conveyances, airplanes, space craft, flying machines, human-powered conveyances, and the like. In any event, the vehicle100may include a frame1204and one or more body panels1208mounted or affixed thereto. The vehicle100may include one or more interior components (e.g., components inside an interior space150, or user space, of a vehicle100, etc.), exterior components (e.g., components outside of the interior space150, or user space, of a vehicle100, etc.), drive systems, controls systems, structural components.

Referring now toFIG. 13, a plan view of a vehicle100will be described in accordance with embodiments of the present disclosure. As provided above, the vehicle100may comprise a number of electrical and/or mechanical systems, subsystems, etc. The mechanical systems of the vehicle100can include structural, power, safety, and communications subsystems, to name a few. While each subsystem may be described separately, it should be appreciated that the components of a particular subsystem may be shared between one or more other subsystems of the vehicle100.

The structural subsystem includes the frame1204of the vehicle100. The frame1204may comprise a separate frame and body construction (i.e., body-on-frame construction), a unitary frame and body construction (i.e., a unibody construction), or any other construction defining the structure of the vehicle100. The frame1204may be made from one or more materials including, but in no way limited to steel, titanium, aluminum, carbon fiber, plastic, polymers, etc., and/or combinations thereof. In some embodiments, the frame1204may be formed, welded, fused, fastened, pressed, etc., combinations thereof, or otherwise shaped to define a physical structure and strength of the vehicle100. In any event, the frame1204may comprise one or more surfaces, connections, protrusions, cavities, mounting points, tabs, slots, or other features that are configured to receive other components that make up the vehicle100. For example, the body panels, powertrain subsystem, controls systems, interior components, communications subsystem, and safety subsystem may interconnect with, or attach to, the frame1204of the vehicle100.

The frame1204may include one or more modular system and/or subsystem connection mechanisms. These mechanisms may include features that are configured to provide a selectively interchangeable interface for one or more of the systems and/or subsystems described herein. The mechanisms may provide for a quick exchange, or swapping, of components while providing enhanced security and adaptability over conventional manufacturing or attachment. For instance, the ability to selectively interchange systems and/or subsystems in the vehicle100allow the vehicle100to adapt to the ever-changing technological demands of society and advances in safety. Among other things, the mechanisms may provide for the quick exchange of batteries, capacitors, power sources1308A,1308B, motors1312, engines, safety equipment, controllers, user interfaces, interiors exterior components, body panels1208, bumpers1316, sensors, etc., and/or combinations thereof. Additionally or alternatively, the mechanisms may provide unique security hardware and/or software embedded therein that, among other things, can prevent fraudulent or low quality construction replacements from being used in the vehicle100. Similarly, the mechanisms, subsystems, and/or receiving features in the vehicle100may employ poka-yoke, or mistake-proofing, features that ensure a particular mechanism is always interconnected with the vehicle100in a correct position, function, etc.

By way of example, complete systems or subsystems may be removed and/or replaced from a vehicle100utilizing a single minute exchange principle. In some embodiments, the frame1204may include slides, receptacles, cavities, protrusions, and/or a number of other features that allow for quick exchange of system components. In one embodiment, the frame1204may include tray or ledge features, mechanical interconnection features, locking mechanisms, retaining mechanisms, etc., and/or combinations thereof. In some embodiments, it may be beneficial to quickly remove a used power source1308A,1308B (e.g., battery unit, capacitor unit, etc.) from the vehicle100and replace the used power source1308A,1308B with a charged power source. Continuing this example, the power source1308A,1308B may include selectively interchangeable features that interconnect with the frame1204or other portion of the vehicle100. For instance, in a power source1308A,1308B replacement, the quick release features may be configured to release the power source1308A,1308B from an engaged position and slide or move away from the frame1204of a vehicle100. Once removed, the power source1308A,1308B may be replaced (e.g., with a new power source, a charged power source, etc.) by engaging the replacement power source into a system receiving position adjacent to the vehicle100. In some embodiments, the vehicle100may include one or more actuators configured to position, lift, slide, or otherwise engage the replacement power source with the vehicle100. In one embodiment, the replacement power source may be inserted into the vehicle100or vehicle frame1204with mechanisms and/or machines that are external or separate from the vehicle100.

In some embodiments, the frame1204may include one or more features configured to selectively interconnect with other vehicles and/or portions of vehicles. These selectively interconnecting features can allow for one or more vehicles to selectively couple together and decouple for a variety of purposes. For example, it is an aspect of the present disclosure that a number of vehicles may be selectively coupled together to share energy, increase power output, provide security, decrease power consumption, provide towing services, and/or provide a range of other benefits. Continuing this example, the vehicles may be coupled together based on travel route, destination, preferences, settings, sensor information, and/or some other data. The coupling may be initiated by at least one controller of the vehicle and/or traffic control system upon determining that a coupling is beneficial to one or more vehicles in a group of vehicles or a traffic system. As can be appreciated, the power consumption for a group of vehicles traveling in a same direction may be reduced or decreased by removing any aerodynamic separation between vehicles. In this case, the vehicles may be coupled together to subject only the foremost vehicle in the coupling to air and/or wind resistance during travel. In one embodiment, the power output by the group of vehicles may be proportionally or selectively controlled to provide a specific output from each of the one or more of the vehicles in the group.

The interconnecting, or coupling, features may be configured as electromagnetic mechanisms, mechanical couplings, electromechanical coupling mechanisms, etc., and/or combinations thereof. The features may be selectively deployed from a portion of the frame1204and/or body of the vehicle100. In some cases, the features may be built into the frame1204and/or body of the vehicle100. In any event, the features may deploy from an unexposed position to an exposed position or may be configured to selectively engage/disengage without requiring an exposure or deployment of the mechanism from the frame1204and/or body. In some embodiments, the interconnecting features may be configured to interconnect one or more of power, communications, electrical energy, fuel, and/or the like. One or more of the power, mechanical, and/or communications connections between vehicles may be part of a single interconnection mechanism. In some embodiments, the interconnection mechanism may include multiple connection mechanisms. In any event, the single interconnection mechanism or the interconnection mechanism may employ the poka-yoke features as described above.

The power system of the vehicle100may include the powertrain, power distribution system, accessory power system, and/or any other components that store power, provide power, convert power, and/or distribute power to one or more portions of the vehicle100. The powertrain may include the one or more electric motors1312of the vehicle100. The electric motors1312are configured to convert electrical energy provided by a power source into mechanical energy. This mechanical energy may be in the form of a rotational or other output force that is configured to propel or otherwise provide a motive force for the vehicle100.

In some embodiments, the vehicle100may include one or more drive wheels1320that are driven by the one or more electric motors1312and motor controllers1314. In some cases, the vehicle100may include an electric motor1312configured to provide a driving force for each drive wheel1320. In other cases, a single electric motor1312may be configured to share an output force between two or more drive wheels1320via one or more power transmission components. It is an aspect of the present disclosure that the powertrain include one or more power transmission components, motor controllers1314, and/or power controllers that can provide a controlled output of power to one or more of the drive wheels1320of the vehicle100. The power transmission components, power controllers, or motor controllers1314may be controlled by at least one other vehicle controller described herein.

As provided above, the powertrain of the vehicle100may include one or more power sources1308A,1308B. These one or more power sources1308A,1308B may be configured to provide drive power, system and/or subsystem power, accessory power, etc. While described herein as a single power source1308for sake of clarity, embodiments of the present disclosure are not so limited. For example, it should be appreciated that independent, different, or separate power sources1308A,1308B may provide power to various systems of the vehicle100. For instance, a drive power source may be configured to provide the power for the one or more electric motors1312of the vehicle100, while a system power source may be configured to provide the power for one or more other systems and/or subsystems of the vehicle100. Other power sources may include an accessory power source, a backup power source, a critical system power source, and/or other separate power sources. Separating the power sources1308A,1308B in this manner may provide a number of benefits over conventional vehicle systems. For example, separating the power sources1308A,1308B allow one power source1308to be removed and/or replaced independently without requiring that power be removed from all systems and/or subsystems of the vehicle100during a power source1308removal/replacement. For instance, one or more of the accessories, communications, safety equipment, and/or backup power systems, etc., may be maintained even when a particular power source1308A,1308B is depleted, removed, or becomes otherwise inoperable.

In some embodiments, the drive power source may be separated into two or more cells, units, sources, and/or systems. By way of example, a vehicle100may include a first drive power source1308A and a second drive power source1308B. The first drive power source1308A may be operated independently from or in conjunction with the second drive power source1308B and vice versa. Continuing this example, the first drive power source1308A may be removed from a vehicle while a second drive power source1308B can be maintained in the vehicle100to provide drive power. This approach allows the vehicle100to significantly reduce weight (e.g., of the first drive power source1308A, etc.) and improve power consumption, even if only for a temporary period of time. In some cases, a vehicle100running low on power may automatically determine that pulling over to a rest area, emergency lane, and removing, or “dropping off,” at least one power source1308A,1308B may reduce enough weight of the vehicle100to allow the vehicle100to navigate to the closest power source replacement and/or charging area. In some embodiments, the removed, or “dropped off,” power source1308A may be collected by a collection service, vehicle mechanic, tow truck, or even another vehicle or individual.

The power source1308may include a GPS or other geographical location system that may be configured to emit a location signal to one or more receiving entities. For instance, the signal may be broadcast or targeted to a specific receiving party. Additionally or alternatively, the power source1308may include a unique identifier that may be used to associate the power source1308with a particular vehicle100or vehicle user. This unique identifier may allow an efficient recovery of the power source1308dropped off. In some embodiments, the unique identifier may provide information for the particular vehicle100or vehicle user to be billed or charged with a cost of recovery for the power source1308.

The power source1308may include a charge controller1324that may be configured to determine charge levels of the power source1308, control a rate at which charge is drawn from the power source1308, control a rate at which charge is added to the power source1308, and/or monitor a health of the power source1308(e.g., one or more cells, portions, etc.). In some embodiments, the charge controller1324or the power source1308may include a communication interface. The communication interface can allow the charge controller1324to report a state of the power source1308to one or more other controllers of the vehicle100or even communicate with a communication device separate and/or apart from the vehicle100. Additionally or alternatively, the communication interface may be configured to receive instructions (e.g., control instructions, charge instructions, communication instructions, etc.) from one or more other controllers of the vehicle100or a communication device that is separate and/or apart from the vehicle100.

The powertrain includes one or more power distribution systems configured to transmit power from the power source1308to one or more electric motors1312in the vehicle100. The power distribution system may include electrical interconnections1328in the form of cables, wires, traces, wireless power transmission systems, etc., and/or combinations thereof. It is an aspect of the present disclosure that the vehicle100include one or more redundant electrical interconnections1332of the power distribution system. The redundant electrical interconnections1332can allow power to be distributed to one or more systems and/or subsystems of the vehicle100even in the event of a failure of an electrical interconnection portion of the vehicle100(e.g., due to an accident, mishap, tampering, or other harm to a particular electrical interconnection, etc.). In some embodiments, a user of a vehicle100may be alerted via a user interface associated with the vehicle100that a redundant electrical interconnection1332is being used and/or damage has occurred to a particular area of the vehicle electrical system. In any event, the one or more redundant electrical interconnections1332may be configured along completely different routes than the electrical interconnections1328and/or include different modes of failure than the electrical interconnections1328to, among other things, prevent a total interruption power distribution in the event of a failure.

In some embodiments, the power distribution system may include an energy recovery system1336. This energy recovery system1336, or kinetic energy recovery system, may be configured to recover energy produced by the movement of a vehicle100. The recovered energy may be stored as electrical and/or mechanical energy. For instance, as a vehicle100travels or moves, a certain amount of energy is required to accelerate, maintain a speed, stop, or slow the vehicle100. In any event, a moving vehicle has a certain amount of kinetic energy. When brakes are applied in a typical moving vehicle, most of the kinetic energy of the vehicle is lost as the generation of heat in the braking mechanism. In an energy recovery system1336, when a vehicle100brakes, at least a portion of the kinetic energy is converted into electrical and/or mechanical energy for storage. Mechanical energy may be stored as mechanical movement (e.g., in a flywheel, etc.) and electrical energy may be stored in batteries, capacitors, and/or some other electrical storage system. In some embodiments, electrical energy recovered may be stored in the power source1308. For example, the recovered electrical energy may be used to charge the power source1308of the vehicle100.

The vehicle100may include one or more safety systems. Vehicle safety systems can include a variety of mechanical and/or electrical components including, but in no way limited to, low impact or energy-absorbing bumpers1316A,1316B, crumple zones, reinforced body panels, reinforced frame components, impact bars, power source containment zones, safety glass, seatbelts, supplemental restraint systems, air bags, escape hatches, removable access panels, impact sensors, accelerometers, vision systems, radar systems, etc., and/or the like. In some embodiments, the one or more of the safety components may include a safety sensor or group of safety sensors associated with the one or more of the safety components. For example, a crumple zone may include one or more strain gages, impact sensors, pressure transducers, etc. These sensors may be configured to detect or determine whether a portion of the vehicle100has been subjected to a particular force, deformation, or other impact. Once detected, the information collected by the sensors may be transmitted or sent to one or more of a controller of the vehicle100(e.g., a safety controller, vehicle controller, etc.) or a communication device associated with the vehicle100(e.g., across a communication network, etc.).

FIG. 14shows a plan view of the vehicle100in accordance with embodiments of the present disclosure. In particular,FIG. 14shows a broken section1402of a charging system for the vehicle100. The charging system may include a plug or receptacle1404configured to receive power from an external power source (e.g., a source of power that is external to and/or separate from the vehicle100, etc.). An example of an external power source may include the standard industrial, commercial, or residential power that is provided across power lines. Another example of an external power source may include a proprietary power system configured to provide power to the vehicle100. In any event, power received at the plug/receptacle1404may be transferred via at least one power transmission interconnection1408. Similar, if not identical, to the electrical interconnections1328described above, the at least one power transmission interconnection1408may be one or more cables, wires, traces, wireless power transmission systems, etc., and/or combinations thereof. Electrical energy in the form of charge can be transferred from the external power source to the charge controller1324. As provided above, the charge controller1324may regulate the addition of charge to the power source1308of the vehicle100(e.g., until the power source1308is full or at a capacity, etc.).

In some embodiments, the vehicle100may include an inductive charging system and inductive charger1412. The inductive charger1412may be configured to receive electrical energy from an inductive power source external to the vehicle100. In one embodiment, when the vehicle100and/or the inductive charger1412is positioned over an inductive power source external to the vehicle100, electrical energy can be transferred from the inductive power source to the vehicle100. For example, the inductive charger1412may receive the charge and transfer the charge via at least one power transmission interconnection1408to the charge controller1324and/or the power source1308of the vehicle100. The inductive charger1412may be concealed in a portion of the vehicle100(e.g., at least partially protected by the frame1204, one or more body panels1208, a shroud, a shield, a protective cover, etc., and/or combinations thereof) and/or may be deployed from the vehicle100. In some embodiments, the inductive charger1412may be configured to receive charge only when the inductive charger1412is deployed from the vehicle100. In other embodiments, the inductive charger1412may be configured to receive charge while concealed in the portion of the vehicle100.

In addition to the mechanical components described herein, the vehicle100may include a number of user interface devices. The user interface devices receive and translate human input into a mechanical movement or electrical signal or stimulus. The human input may be one or more of motion (e.g., body movement, body part movement, in two-dimensional or three-dimensional space, etc.), voice, touch, and/or physical interaction with the components of the vehicle100. In some embodiments, the human input may be configured to control one or more functions of the vehicle100and/or systems of the vehicle100described herein. User interfaces may include, but are in no way limited to, at least one graphical user interface of a display device, steering wheel or mechanism, transmission lever or button (e.g., including park, neutral, reverse, and/or drive positions, etc.), throttle control pedal or mechanism, brake control pedal or mechanism, power control switch, communications equipment, etc.

An embodiment of the electrical system1500associated with the vehicle100may be as shown inFIG. 15. The electrical system1500can include power source(s) that generate power, power storage that stores power, and/or load(s) that consume power. Power sources may be associated with a power generation unit1504. Power storage may be associated with a power storage system612. Loads may be associated with loads1508. The electrical system1500may be managed by a power management controller1324. Further, the electrical system1500can include one or more other interfaces or controllers, which can include the billing and cost control unit1512.

The power generation unit1504may be as described in conjunction withFIG. 16. The power storage component612may be as described in conjunction withFIG. 17. The loads1508may be as described in conjunction withFIG. 18.

The billing and cost control unit1512may interface with the power management controller1324to determine the amount of charge or power provided to the power storage612through the power generation unit1504. The billing and cost control unit1512can then provide information for billing the vehicle owner. Thus, the billing and cost control unit1512can receive and/or send power information to third party system(s) regarding the received charge from an external source. The information provided can help determine an amount of money required, from the owner of the vehicle, as payment for the provided power. Alternatively, or in addition, if the owner of the vehicle provided power to another vehicle (or another device/system), that owner may be owed compensation for the provided power or energy, e.g., a credit.

The power management controller1324can be a computer or computing system(s) and/or electrical system with associated components, as described herein, capable of managing the power generation unit1504to receive power, routing the power to the power storage612, and then providing the power from either the power generation unit1504and/or the power storage612to the loads1508. Thus, the power management controller1324may execute programming that controls switches, devices, components, etc. involved in the reception, storage, and provision of the power in the electrical system1500.

An embodiment of the power generation unit1504may be as shown inFIG. 16. Generally, the power generation unit1504may be electrically coupled to one or more power sources1308. The power sources1308can include power sources internal and/or associated with the vehicle100and/or power sources external to the vehicle100to which the vehicle100electrically connects. One of the internal power sources can include an on board generator1604. The generator1604may be an alternating current (AC) generator, a direct current (DC) generator or a self-excited generator. The AC generators can include induction generators, linear electric generators, and/or other types of generators. The DC generators can include homopolar generators and/or other types of generators. The generator1604can be brushless or include brush contacts and generate the electric field with permanent magnets or through induction. The generator1604may be mechanically coupled to a source of kinetic energy, such as an axle or some other power take-off. The generator1604may also have another mechanical coupling to an exterior source of kinetic energy, for example, a wind turbine.

Another power source1308may include wired or wireless charging1608. The wireless charging system1608may include inductive and/or resonant frequency inductive charging systems that can include coils, frequency generators, controllers, etc. Wired charging may be any kind of grid-connected charging that has a physical connection, although, the wireless charging may be grid connected through a wireless interface. The wired charging system can include an connectors, wired interconnections, the controllers, etc. The wired and wireless charging systems1608can provide power to the power generation unit1504from external power sources1308.

Internal sources for power may include a regenerative braking system1612. The regenerative braking system1612can convert the kinetic energy of the moving car into electrical energy through a generation system mounted within the wheels, axle, and/or braking system of the vehicle100. The regenerative braking system1612can include any coils, magnets, electrical interconnections, converters, controllers, etc. required to convert the kinetic energy into electrical energy.

Another source of power1308, internal to or associated with the vehicle100, may be a solar array1616. The solar array1616may include any system or device of one or more solar cells mounted on the exterior of the vehicle100or integrated within the body panels of the vehicle100that provides or converts solar energy into electrical energy to provide to the power generation unit1504.

The power sources1308may be connected to the power generation unit1504through an electrical interconnection1618. The electrical interconnection1618can include any wire, interface, bus, etc. between the one or more power sources1308and the power generation unit1504.

The power generation unit1504can also include a power source interface1620. The power source interface1620can be any type of physical and/or electrical interface used to receive the electrical energy from the one or more power sources1308; thus, the power source interface1620can include an electrical interface1624that receives the electrical energy and a mechanical interface1628which may include wires, connectors, or other types of devices or physical connections. The mechanical interface1608can also include a physical/electrical connection1634to the power generation unit1504.

The electrical energy from the power source1308can be processed through the power source interface1624to an electric converter1632. The electric converter1632may convert the characteristics of the power from one of the power sources into a useable form that may be used either by the power storage612or one or more loads1508within the vehicle100. The electrical converter1624may include any electronics or electrical devices and/or component that can change electrical characteristics, e.g., AC frequency, amplitude, phase, etc. associated with the electrical energy provided by the power source1308. The converted electrical energy may then be provided to an optional conditioner1638. The conditioner1638may include any electronics or electrical devices and/or component that may further condition the converted electrical energy by removing harmonics, noise, etc. from the electrical energy to provide a more stable and effective form of power to the vehicle100.

An embodiment of the power storage1612may be as shown inFIG. 17. The power storage unit can include an electrical converter1632b, one or more batteries, one or more rechargeable batteries, one or more capacitors, one or more accumulators, one or more supercapacitors, one or more ultrabatteries, and/or superconducting magnetics1704, and/or a charge management unit1708. The converter1632bmay be the same or similar to the electrical converter1632ashown inFIG. 16. The converter1632bmay be a replacement for the electric converter1632ashown inFIG. 16and thus eliminate the need for the electrical converter1632aas shown inFIG. 16. However, if the electrical converter1632ais provided in the power generation unit1504, the converter1632b, as shown in the power storage unit612, may be eliminated. The converter1632bcan also be redundant or different from the electrical converter1632ashown inFIG. 16and may provide a different form of energy to the battery and/or capacitors1704. Thus, the converter1632bcan change the energy characteristics specifically for the battery/capacitor1704.

The battery1704can be any type of battery for storing electrical energy, for example, a lithium ion battery, a lead acid battery, a nickel cadmium battery, etc. Further, the battery1704may include different types of power storage systems, such as, ionic fluids or other types of fuel cell systems. The energy storage1704may also include one or more high-capacity capacitors1704. The capacitors1704may be used for long-term or short-term storage of electrical energy. The input into the battery or capacitor1704may be different from the output, and thus, the capacitor1704may be charged quickly but drain slowly. The functioning of the converter1632and battery capacitor1704may be monitored or managed by a charge management unit1708.

The charge management unit1708can include any hardware (e.g., any electronics or electrical devices and/or components), software, or firmware operable to adjust the operations of the converter1632or batteries/capacitors1704. The charge management unit1708can receive inputs or periodically monitor the converter1632and/or battery/capacitor1704from this information; the charge management unit1708may then adjust settings or inputs into the converter1632or battery/capacitor1704to control the operation of the power storage system612.

An embodiment of one or more loads1508associated with the vehicle100may be as shown inFIG. 18. The loads1508may include a bus or electrical interconnection system1802, which provides electrical energy to one or more different loads within the vehicle100. The bus1802can be any number of wires or interfaces used to connect the power generation unit1504and/or power storage1612to the one or more loads1508. The converter1632cmay be an interface from the power generation unit1504or the power storage612into the loads1508. The converter1632cmay be the same or similar to electric converter1632aas shown inFIG. 16. Similar to the discussion of the converter1632binFIG. 17, the converter1632cmay be eliminated, if the electric converter1632a, shown inFIG. 16, is present. However, the converter1632cmay further condition or change the energy characteristics for the bus1802for use by the loads1508. The converter1632cmay also provide electrical energy to electric motor1804, which may power the vehicle100.

The electric motor1804can be any type of DC or AC electric motor. The electric motor may be a direct drive or induction motor using permanent magnets and/or winding either on the stator or rotor. The electric motor1804may also be wireless or include brush contacts. The electric motor1804may be capable of providing a torque and enough kinetic energy to move the vehicle100in traffic.

The different loads1508may also include environmental loads1812, sensor loads1816, safety loads1820, user interaction loads1808, etc. User interaction loads1808can be any energy used by user interfaces or systems that interact with the driver and/or passenger(s). These loads1808may include, for example, the heads up display, the dash display, the radio, user interfaces on the head unit, lights, radio, and/or other types of loads that provide or receive information from the occupants of the vehicle100. The environmental loads1812can be any loads used to control the environment within the vehicle100. For example, the air conditioning or heating unit of the vehicle100can be environmental loads1812. Other environmental loads can include lights, fans, and/or defrosting units, etc. that may control the environment within the vehicle100. The sensor loads1816can be any loads used by sensors, for example, air bag sensors, GPS, and other such sensors used to either manage or control the vehicle100and/or provide information or feedback to the vehicle occupants. The safety loads1820can include any safety equipment, for example, seat belt alarms, airbags, headlights, blinkers, etc. that may be used to manage the safety of the occupants. There may be more or fewer loads than those described herein, although they may not be shown inFIG. 18.

FIG. 19illustrates an exemplary hardware diagram of communications componentry that can be optionally associated with the vehicle.

The communications componentry can include one or more wired or wireless devices such as a transceiver(s) and/or modem that allows communications not only between the various systems disclosed herein but also with other devices, such as devices on a network, and/or on a distributed network such as the Internet and/or in the cloud.

The communications subsystem can also include inter- and intra-vehicle communications capabilities such as hotspot and/or access point connectivity for any one or more of the vehicle occupants and/or vehicle-to-vehicle communications.

Additionally, and while not specifically illustrated, the communications subsystem can include one or more communications links (that can be wired or wireless) and/or communications busses (managed by the bus manager1974), including one or more of CANbus, OBD-II, ARCINC 429, Byteflight, CAN (Controller Area Network), D2B (Domestic Digital Bus), FlexRay, DC-BUS, IDB-1394, IEBus, I2C, ISO 9141-1/-2, J1708, J1587, J1850, J1939, ISO 11783, Keyword Protocol 2000, LIN (Local Interconnect Network), MOST (Media Oriended Systems Transport), Multifunction Vehicle Bus, SMARTwireX, SPI, VAN (Vehicle Area Network), and the like or in general any communications protocol and/or standard.

The various protocols and communications can be communicated one or more of wirelessly and/or over transmission media such as single wire, twisted pair, fibre optic, IEEE 1394, MIL-STD-1553, MIL-STD-1773, power-line communication, or the like. (All of the above standards and protocols are incorporated herein by reference in their entirety)

As discussed, the communications subsystem enables communications between any if the inter-vehicle systems and subsystems as well as communications with non-collocated resources, such as those reachable over a network such as the Internet.

The communications subsystem, in addition to well-known componentry (which has been omitted for clarity), the device communications subsystem1900includes interconnected elements including one or more of: one or more antennas1904, an interleaver/deinterleaver1908, an analog front end (AFE)1912, memory/storage/cache1916, controller/microprocessor1920, MAC circuitry1922, modulator/demodulator1924, encoder/decoder1928, a plurality of connectivity managers1934-1966, GPU1940, accelerator1944, a multiplexer/demultiplexer1954, transmitter1970, receiver1972and wireless radio1978components such as a Wi-Fi PHY/Bluetooth® module1980, a Wi-Fi/BT MAC module1984, transmitter1988and receiver1992. The various elements in the device1900are connected by one or more links/busses5(not shown, again for sake of clarity).

The device400can have one more antennas1904, for use in wireless communications such as multi-input multi-output (MIMO) communications, multi-user multi-input multi-output (MU-MIMO) communications Bluetooth®, LTE, 4G, 5G, Near-Field Communication (NFC), etc. The antenna(s)1904can include, but are not limited to one or more of directional antennas, omnidirectional antennas, monopoles, patch antennas, loop antennas, microstrip antennas, dipoles, and any other antenna(s) suitable for communication transmission/reception. In an exemplary embodiment, transmission/reception using MIMO may require particular antenna spacing. In another exemplary embodiment, MIMO transmission/reception can enable spatial diversity allowing for different channel characteristics at each of the antennas. In yet another embodiment, MIMO transmission/reception can be used to distribute resources to multiple users for example within the vehicle and/or in another vehicle.

Antenna(s)1904generally interact with the Analog Front End (AFE)1912, which is needed to enable the correct processing of the received modulated signal and signal conditioning for a transmitted signal. The AFE1912can be functionally located between the antenna and a digital baseband system in order to convert the analog signal into a digital signal for processing and vice-versa.

The subsystem1900can also include a controller/microprocessor1920and a memory/storage/cache1916. The subsystem1900can interact with the memory/storage/cache1916which may store information and operations necessary for configuring and transmitting or receiving the information described herein. The memory/storage/cache1916may also be used in connection with the execution of application programming or instructions by the controller/microprocessor1920, and for temporary or long term storage of program instructions and/or data. As examples, the memory/storage/cache1920may comprise a computer-readable device, RAM, ROM, DRAM, SDRAM, and/or other storage device(s) and media.

The controller/microprocessor1920may comprise a general purpose programmable processor or controller for executing application programming or instructions related to the subsystem1900. Furthermore, the controller/microprocessor1920can perform operations for configuring and transmitting/receiving information as described herein. The controller/microprocessor1920may include multiple processor cores, and/or implement multiple virtual processors. Optionally, the controller/microprocessor1920may include multiple physical processors. By way of example, the controller/microprocessor1920may comprise a specially configured Application Specific Integrated Circuit (ASIC) or other integrated circuit, a digital signal processor(s), a controller, a hardwired electronic or logic circuit, a programmable logic device or gate array, a special purpose computer, or the like.

The subsystem1900can further include a transmitter1970and receiver1972which can transmit and receive signals, respectively, to and from other devices, subsystems and/or other destinations using the one or more antennas1904and/or links/busses. Included in the subsystem1900circuitry is the medium access control or MAC Circuitry1922. MAC circuitry1922provides for controlling access to the wireless medium. In an exemplary embodiment, the MAC circuitry1922may be arranged to contend for the wireless medium and configure frames or packets for communicating over the wireless medium.

The subsystem1900can also optionally contain a security module (not shown). This security module can contain information regarding but not limited to, security parameters required to connect the device to one or more other devices or other available network(s), and can include WEP or WPA/WPA-2 (optionally+AES and/or TKIP) security access keys, network keys, etc. The WEP security access key is a security password used by Wi-Fi networks. Knowledge of this code can enable a wireless device to exchange information with an access point and/or another device. The information exchange can occur through encoded messages with the WEP access code often being chosen by the network administrator. WPA is an added security standard that is also used in conjunction with network connectivity with stronger encryption than WEP.

The exemplary subsystem1900also includes a GPU1940, an accelerator1944, a Wi-Fi/BT/BLE PHY module1980and a Wi-Fi/BT/BLE MAC module1984and wireless transmitter1988and receiver1992. In some embodiments, the GPU1940may be a graphics processing unit, or visual processing unit, comprising at least one circuit and/or chip that manipulates and changes memory to accelerate the creation of images in a frame buffer for output to at least one display device. The GPU1940may include one or more of a display device connection port, printed circuit board (PCB), a GPU chip, a metal-oxide-semiconductor field-effect transistor (MOSFET), memory (e.g., single data rate random-access memory (SDRAM), double data rate random-access memory (DDR) RAM, etc., and/or combinations thereof), a secondary processing chip (e.g., handling video out capabilities, processing, and/or other functions in addition to the GPU chip, etc.), a capacitor, heatsink, temperature control or cooling fan, motherboard connection, shielding, and the like.

The various connectivity managers1934-1966(even) manage and/or coordinate communications between the subsystem1900and one or more of the systems disclosed herein and one or more other devices/systems. The connectivity managers include an emergency charging connectivity manager1934, an aerial charging connectivity manager1938, a roadway charging connectivity manager1942, an overhead charging connectivity manager1946, a robotic charging connectivity manager1950, a static charging connectivity manager1954, a vehicle database connectivity manager1958, a remote operating system connectivity manager1962and a sensor connectivity manager1966.

The emergency charging connectivity manager1934can coordinate not only the physical connectivity between the vehicle and the emergency charging device/vehicle, but can also communicate with one or more of the power management controller, one or more third parties and optionally a billing system(s). As an example, the vehicle can establish communications with the emergency charging device/vehicle to one or more of coordinate interconnectivity between the two (e.g., by spatially aligning the charging receptacle on the vehicle with the charger on the emergency charging vehicle) and optionally share navigation information. Once charging is complete, the amount of charge provided can be tracked and optionally forwarded to, for example, a third party for billing. In addition to being able to manage connectivity for the exchange of power, the emergency charging connectivity manager1934can also communicate information, such as billing information to the emergency charging vehicle and/or a third party. This billing information could be, for example, the owner of the vehicle, the driver of the vehicle, company information, or in general any information usable to charge the appropriate entity for the power received.

The aerial charging connectivity manager1938can coordinate not only the physical connectivity between the vehicle and the aerial charging device/vehicle, but can also communicate with one or more of the power management controller, one or more third parties and optionally a billing system(s). As an example, the vehicle can establish communications with the aerial charging device/vehicle to one or more of coordinate interconnectivity between the two (e.g., by spatially aligning the charging receptacle on the vehicle with the charger on the emergency charging vehicle) and optionally share navigation information. Once charging is complete, the amount of charge provided can be tracked and optionally forwarded to, for example, a third party for billing. In addition to being able to manage connectivity for the exchange of power, the aerial charging connectivity manager1938can similarly communicate information, such as billing information to the aerial charging vehicle and/or a third party. This billing information could be, for example, the owner of the vehicle, the driver of the vehicle, company information, or in general any information usable to charge the appropriate entity for the power received etc., as discussed.

The roadway charging connectivity manager1942and overhead charging connectivity manager1946can coordinate not only the physical connectivity between the vehicle and the charging device/system, but can also communicate with one or more of the power management controller, one or more third parties and optionally a billing system(s). As one example, the vehicle can request a charge from the charging system when, for example, the vehicle needs or is predicted to need power. As an example, the vehicle can establish communications with the charging device/vehicle to one or more of coordinate interconnectivity between the two for charging and share information for billing. Once charging is complete, the amount of charge provided can be tracked and optionally forwarded to, for example, a third party for billing. This billing information could be, for example, the owner of the vehicle, the driver of the vehicle, company information, or in general any information usable to charge the appropriate entity for the power received etc., as discussed. The person responsible for paying for the charge could also receive a copy of the billing information as is customary. The robotic charging connectivity manager1950and static charging connectivity manager1954can operate in a similar manner to that described herein.

The vehicle database connectivity manager1958allows the subsystem to receive and/or share information stored in the vehicle database. This information can be shared with other vehicle components/subsystems and/or other entities, such as third parties and/or charging systems. The information can also be shared with one or more vehicle occupant devices, such as an app on a mobile device the driver uses to track information about the vehicle and/or a dealer or service/maintenance provider. In general, any information stored in the vehicle database can optionally be shared with any one or more other devices optionally subject to any privacy or confidentially restrictions.

The remote operating system connectivity manager1962facilitates communications between the vehicle and any one or more autonomous vehicle systems. These communications can include one or more of navigation information, vehicle information, occupant information, or in general any information related to the remote operation of the vehicle.

The sensor connectivity manager1966facilitates communications between any one or more of the vehicle sensors and any one or more of the other vehicle systems. The sensor connectivity manager1966can also facilitate communications between any one or more of the sensors and/or vehicle systems and any other destination, such as a service company, app, or in general to any destination where sensor data is needed.

In accordance with one exemplary embodiment, any of the communications discussed herein can be communicated via the conductor(s) used for charging. One exemplary protocol usable for these communications is Power-line communication (PLC). PLC is a communication protocol that uses electrical wiring to simultaneously carry both data, and Alternating Current (AC) electric power transmission or electric power distribution. It is also known as power-line carrier, power-line digital subscriber line (PDSL), mains communication, power-line telecommunications, or power-line networking (PLN). For DC environments in vehicles PLC can be used in conjunction with CAN-bus, LIN-bus over power line (DC-LIN) and DC-BUS.

The communications subsystem can also optionally manage one or more identifiers, such as an IP (internet protocol) address(es), associated with the vehicle and one or other system or subsystems or components therein. These identifiers can be used in conjunction with any one or more of the connectivity managers as discussed herein.

FIG. 19Billustrates a block diagram of a computing environment1901that may function as the servers, user computers, or other systems provided and described above. The environment1901includes one or more user computers, or computing devices, such as a vehicle computing device1903, a communication device1907, and/or more1911. The computing devices1903,1907,1911may include general purpose personal computers (including, merely by way of example, personal computers, and/or laptop computers running various versions of Microsoft Corp.'s Windows® and/or Apple Corp.'s Macintosh® operating systems) and/or workstation computers running any of a variety of commercially-available UNIX® or UNIX-like operating systems. These computing devices1903,1907,1911may also have any of a variety of applications, including for example, database client and/or server applications, and web browser applications. Alternatively, the computing devices1903,1907,1911may be any other electronic device, such as a thin-client computer, Internet-enabled mobile telephone, and/or personal digital assistant, capable of communicating via a network1909and/or displaying and navigating web pages or other types of electronic documents. Although the exemplary computer environment1901is shown with two computing devices, any number of user computers or computing devices may be supported.

The system may also include one or more servers1913,1915. In this example, server1913is shown as a web server and server1915is shown as an application server. The web server1913, which may be used to process requests for web pages or other electronic documents from computing devices1903,1907,1911. The web server1913can be running an operating system including any of those discussed above, as well as any commercially-available server operating systems. The web server1913can also run a variety of server applications, including SIP servers, HTTP servers, FTP servers, CGI servers, database servers, Java servers, and the like. In some instances, the web server1913may publish operations available operations as one or more web services.

The environment1901may also include one or more file and or/application servers1915, which can, in addition to an operating system, include one or more applications accessible by a client running on one or more of the computing devices1903,1907,1911. The server(s)1915and/or1913may be one or more general purpose computers capable of executing programs or scripts in response to the computing devices1903,1907,1911. As one example, the server1915,1913may execute one or more web applications. The web application may be implemented as one or more scripts or programs written in any programming language, such as Java™, C, C#°, or C++, and/or any scripting language, such as Perl, Python, or TCL, as well as combinations of any programming/scripting languages. The application server(s)1915may also include database servers, including without limitation those commercially available from Oracle, Microsoft, Sybase™, IBM™ and the like, which can process requests from database clients running on a computing device1903,1907,1911.

The web pages created by the server1913and/or1915may be forwarded to a computing device1903,1907,1911via a web (file) server1913,1915. Similarly, the web server1913may be able to receive web page requests, web services invocations, and/or input data from a computing device1903,1907,1911(e.g., a user computer, etc.) and can forward the web page requests and/or input data to the web (application) server1915. In further embodiments, the server1915may function as a file server. Although for ease of description,FIG. 19Billustrates a separate web server1913and file/application server1915, those skilled in the art will recognize that the functions described with respect to servers1913,1915may be performed by a single server and/or a plurality of specialized servers, depending on implementation-specific needs and parameters. The computer systems1903,1907,1911, web (file) server1913and/or web (application) server1915may function as the system, devices, or components described inFIGS. 1-19A.

The environment1901may also include a database1917. The database1917may reside in a variety of locations. By way of example, database1917may reside on a storage medium local to (and/or resident in) one or more of the computers1903,1907,1911,1913,1915. Alternatively, it may be remote from any or all of the computers1903,1907,1911,1913,1915, and in communication (e.g., via the network1909) with one or more of these. The database1917may reside in a storage-area network (“SAN”) familiar to those skilled in the art. Similarly, any necessary files for performing the functions attributed to the computers1903,1907,1911,1913,1915may be stored locally on the respective computer and/or remotely, as appropriate. The database1917may be a relational database, such as Oracle 20i®, that is adapted to store, update, and retrieve data in response to SQL-formatted commands.

FIG. 19Cillustrates one embodiment of a computer system1919upon which the servers, user computers, computing devices, or other systems or components described above may be deployed or executed. The computer system1919is shown comprising hardware elements that may be electrically coupled via a bus1921. The hardware elements may include one or more central processing units (CPUs)1923; one or more input devices1925(e.g., a mouse, a keyboard, etc.); and one or more output devices1927(e.g., a display device, a printer, etc.). The computer system1919may also include one or more storage devices1929. By way of example, storage device(s)1929may be disk drives, optical storage devices, solid-state storage devices such as a random access memory (“RAM”) and/or a read-only memory (“ROM”), which can be programmable, flash-updateable and/or the like.

The computer system1919may additionally include a computer-readable storage media reader1931; a communications system1933(e.g., a modem, a network card (wireless or wired), an infra-red communication device, etc.); and working memory1937, which may include RAM and ROM devices as described above. The computer system1919may also include a processing acceleration unit1935, which can include a DSP, a special-purpose processor, and/or the like.

The computer-readable storage media reader1931can further be connected to a computer-readable storage medium, together (and, optionally, in combination with storage device(s)1929) comprehensively representing remote, local, fixed, and/or removable storage devices plus storage media for temporarily and/or more permanently containing computer-readable information. The communications system1933may permit data to be exchanged with a network and/or any other computer described above with respect to the computer environments described herein. Moreover, as disclosed herein, the term “storage medium” may represent one or more devices for storing data, including read only memory (ROM), random access memory (RAM), magnetic RAM, core memory, magnetic disk storage mediums, optical storage mediums, flash memory devices and/or other machine readable mediums for storing information.

The computer system1919may also comprise software elements, shown as being currently located within a working memory1937, including an operating system1939and/or other code1941. It should be appreciated that alternate embodiments of a computer system1919may have numerous variations from that described above. For example, customized hardware might also be used and/or particular elements might be implemented in hardware, software (including portable software, such as applets), or both. Further, connection to other computing devices such as network input/output devices may be employed.

Authentication can be an important capability of the computing environment1901. For example, authentication of the operator and/or computing system1903can be used to control an operation or function of the computing system1903or vehicle120(such as locking or unlocking the vehicle, raising or lowering a window, selecting auto-adjustable seat, steering column/wheel, peddle, climate control, etc. settings, starting a power source or driving or otherwise operating the vehicle, enabling user or user portable device access to a local area network and/or on board computing components, completing a purchase of a product or service by the operator, a passenger or occupant, or the computing system1903itself, completing a license check to confirm proper usage of an on board component, such as a software and/or hardware and/or other component of the computing system or battery pack, and the like. Examples include authentication for such things as battery licensing, purchasing a charge (e.g., by amp-hour, distance traveled, overall wattage, amperes, etc.) or fuel, making a product purchase at a drive-thru, etc. As will be appreciated, in REVs amp-hour is directly proportional to the load, and wattage is a function of voltage and amperes.

Authentication can be a multi-factor authentication which enables or permits the operation or function to be performed or access to be granted only after an authentication mechanism successfully verifies or validates multiple items of information (“authentication information”). Any number of factors can be used for authentication. The use of multiple authentication factors in authentication assumes that an unauthorized actor is unlikely to supply the factors required for access. If, in an authentication attempt, at least one of the components is missing or supplied incorrectly, authentication is not successful and the requested function or access or other operation is denied.

Authentication can use a credential or key generated or derived by a cryptographic algorithm or engine from multiple factors. The key can be an authentication key, benign key, content-encryption key, crypto ignition key, cryptovariable, derived key, electronic key, ephemeral key, key encryption key, key production key, master key, master encryption key, public/private key, session key, symmetric key, asymmetric key, traffic encryption key, transmission security key, seed key, signature key, or stream key. Exemplary cryptographic algorithms used for key generation and/or authentication include a key derivation function, keystream generator, cryptographic hash function, key derivation function, cryptographic pseudorandom number generator, cryptanalytic algorithm, broken cryptography algorithm, asymmetric key algorithm, information-theoretically secure algorithm, integer factorization algorithm, symmetric key algorithm, Type 1, 2, or 2 3 encryption algorithm, advanced access content system, cipher block chain, and the like.

The factors can be static or dynamic. They can relate to an operator or passenger of the vehicle, his or her portable computing or communication device (e.g., smart phone, tablet computer, laptop, and the like), or the vehicle itself or a vehicle component (e.g., battery pack, chassis, motor or engine, etc.).

Operator or passenger factors include biometric data. Biometric data relates to a metric of a physiological or behavioral human characteristic. Physiological characteristics are related to the shape of the body. Examples include, but are not limited to, fingerprint, palm veins, face recognition (e.g., facial characteristic or digital face mapping parameter(s)), DNA, palm print, hand geometry (e.g., hand geometry characteristic or digital hand geometry mapping parameter(s)), iris recognition (e.g., iris characteristic or digital iris mapping parameter(s)), retina (e.g., retina characteristic or digital retina mapping parameter(s)), and odor and/or scent. Behavioral characteristics are related to the pattern of behavior of a person, including, but not limited to, typing rhythm, typing speed, pattern in key press intervals, gait, and voice (e.g., voice audible or spectral characteristic or digital voice print mapping parameter(s)).

Portable computing device or communication device1907factors include keyless remote identifier, communication device Electronic Serial Number (“ESN”), Mobile Equipment Identifier (“MEID”), International Mobile Equipment Identity (“MEI”), International Mobile Subscriber Identity (“IMSI”) number (stored on a Subscriber Identity Module (“SIM”) card), Temporary Mobile Subscriber Identity (“TMSI”), telephone number, and Mobile IP (“MIP”) (optionally in conjunction with one or more public/private keys).

As will be appreciated, keyless remotes contain a short-range radio transmitter and must be within a certain range, usually about 5-20 meters, of the wireless radio signal receiver unit in the car to operate. When a button on the keyless remote is pushed, the keyless remote sends a coded signal by radio waves to the receiver unit in the car. Keyless remotes typically operate at a frequency of about 315 MHz for North America-made cars and at about 433.92 MHz for European, Japanese and Asian cars.

ESNs are often represented as either 11-digit decimal numbers or 8 digit hexadecimal numbers. For the decimal format the first three digits are the decimal representation of the first 8 bits (between 000 and 255 inclusive) and the next 8 digits are derived from the remaining 24 bits and will be between 00000000 and 16777215 inclusive. The decimal format of pseudo ESNs will therefore begin with 128. The decimal format separately displays 8 bit manufacturer codes in the first 3 digits, but 14 bit codes are not displayed as separate digits. The hexadecimal format displays an ESN as 8 digits and also does not separately display 14 bit manufacturer codes which occupy 3.5 hexadecimal digits.

A mobile equipment identifier (MEID) is a globally unique number identifying a physical piece of CDMA2000 mobile station equipment. The number format is defined by the 3GPP2 report SR0048 but in practical terms, it can be seen as an IMEI (discussed below) but with hexadecimal digits. An MEID is 56 bits long (14 hex digits). It comprises three fields, including an 8-bit regional code (RR), a 24-bit manufacturer code, and a 24-bit manufacturer-assigned serial number. The check digit (CD) is not considered part of the MEID.

The International Mobile Subscriber Identity or IMSI is used to identify the user of a cellular network and is a unique identification associated with all cellular networks. It is stored as a 64 bit field and is sent by the phone to the network. An IMSI is usually presented as a 15 digit number, but can be shorter. The first 3 digits are the mobile country code (MCC), which are followed by the mobile network code (MNC), either 2 digits (European standard) or 3 digits (North American standard). The length of the MNC depends on the value of the MCC. The remaining digits are the mobile subscription identification number (MSIN) within the network's customer base.

The Temporary Mobile Subscriber Identity (TMSI) is the identity that is most commonly sent between the mobile and the network. TMSI is randomly assigned by the Visitor Location Register (“VLR”) to every mobile in the area, the moment it is switched on. The number is local to a location area, and so it has to be updated each time the mobile moves to a new geographical area. The Mobile IP allows for location-independent routing of IP datagrams on the Internet. Each mobile node is identified by its home address disregarding its current location in the Internet. While away from its home network, a mobile node is associated with a care-of address which identifies its current location and its home address is associated with the local endpoint of a tunnel to its home agent. Mobile IP specifies how a mobile node registers with its home agent and how the home agent routes datagrams to the mobile node through the tunnel.

The portable communication device1907or vehicle120can also use, as a factor, a valid passcode provided to the communication device1907or vehicle120for authentication purposes. If the user has already used a sequence of digits (passcode), this is automatically deleted and the authenticating server or server requesting authentication can send a new code to the communication device1907. If the new code is not entered within a specified time limit, the authenticating server2012or server requesting authentication2008automatically sends a new passcode. This ensures that no old, already used codes are left on mobile devices or in vehicle memory. For added security, it is possible to specify how many incorrect entries are permitted before the authenticating server blocks access.

Factors about the vehicle itself include vehicle identification numbers (“VINs”), battery identifiers, and parameters sensed, captured or otherwise collected by one or more on board sensors.

A vehicle identification number (VIN), also called a chassis number, is a unique code, including a serial number, used by the automotive industry to identify individual motor vehicles. A VIN commonly includes a world manufacturer identifier to identify uniquely a manufacturer of the corresponding vehicle, a vehicle attribute or other descriptor of a characteristic of the corresponding vehicle, an indication that provides a clear identification of the corresponding vehicle, a check digit, a model year, a manufacturing plant code for the manufacturing plant making all or part of the vehicle, a sequential number, a vehicle descriptor section (to identify the vehicle type, and may include information on the automobile platform used, the model, and the body style), and a vehicle identifier section (to identify the individual vehicle in question and may include information on options installed, engine, or transmission, but often is a simple sequential number).

The parameters sensed, captured, or otherwise collected by an on board sensor and sensor connectivity manager1966can be static or dynamic. The parameter can be, for instance, an operating metric or other parameter associated with the vehicle, such as vehicle location (such as by determined by a Global Positioning System (“GPS”) unit or other satellite positioning system), vehicle speed, acceleration, stored energy or fuel level, winding temperature, rotor speed, battery pack voltage level, output electrical current, electrical current direction of flow, leakage current, battery pack temperature, state-of-charge, state-of-health, or state-of-function, throttle position, manifold pressure, engine coolant temperature, mass air flow, camshaft position, crankshaft position, oxygen, detonation, EGR, intake air temperature, engine speed, brake or accelerator pedal position, brake pad wear, and fuel pressure. The controller/microprocessor1920or sensor connectivity manager1966of the vehicle120generally continuously or substantially continuously monitors sensor feedback signals to acquire the foregoing parameters. The parameter can be an associated with an interior or exterior of the vehicle, such as light level, still or video image of an object within or outside of the vehicle, sound signature of ambient noise within or outside of the vehicle, and received wireless signal.

Referring toFIG. 20, a cryptographic system2000is depicted according to an embodiment. The cryptographic system2000comprises a cryptographic manager (not shown) on board the vehicle120in communication, via network1909, with a server2008requesting authentication of a vehicle occupant or the vehicle itself, and an authenticating server2012in communication with a credential repository2016to compare authentication information received from the cryptographic manager alone or from both the cryptographic manager and server2008requesting authentication with credentials stored locally in the credential repository2016to determine whether authentication is successful (the received authentication information matches one or more stored credentials) or unsuccessful (the received authentication information fails to match one or more stored credentials). The authentication information can be a factor or a key derived or generated from the factor.

Referring toFIG. 21, the cryptographic manager2100on board the vehicle2004comprises a transmitter1970or1988to send and a receiver1972or1992to receive wireless signals, a credential manager2108to receive, via receiver1972or1992, requests for authentication via a user interface from a vehicle operator or passenger or via a remote communication device1907or server1915, and stored first, second, . . . nth factors2112a-n.

Referring toFIG. 22, the computational system2200on board the vehicle executing the credential manager2108comprises a computer readable medium2204in the memory1916comprising the credential manager2108and first, second, . . . nth factors2112a-nand a processor2208. The credential manager2108can receive the factors from first, second, . . . mth sensors2212a-m. The first, second, . . . mth sensors2112a-mcan include a throttle or accelerator pedal position sensor, a brake pedal position sensor, manifold pressure sensor, engine coolant temperature sensor, mass air flow sensor, camshaft position sensor, crankshaft position sensor, pedal angle sensor, chassis position sensor, oxygen sensor, AC or DC current sensor, brake pad wear sensor, detonation sensor, EGR sensor and intake air temperature sensor. The cryptographic manager can optically read the VIN with a barcode scanner or digital camera or digitally read the VIN via OBD-II. An application on a portable computing device, such as a smartphone or tablet computer, can pass the VIN to the cryptographic manager. Biometric factors can be sensed an image processor, fingerprint, palm print, or palm vein scanner, retina or iris scanner, voice analyzer, keypad, and the like. Vehicle location can be determined by an SPS unit (such as a Global Positioning System or GPS unit). The identifiers associated with a portable computational device of an operator or passenger or on board communication device can be received by the cryptographic manager directly from the device. Ambient factors, such as light level can be captured by light sensor (e.g., photoresistor, photodiode, or phototransistor), still or video image by an image capture device, and sound signature can be captured by a microphone. Wireless signals can be captured by the receiver.

A number of examples will illustrate the concepts of this disclosure.

In a first example, the authenticating server2012is a licensing server performing a license check on a component of the vehicle2004, such as a battery pack. The authenticating server2012requests multiple factors from the vehicle comprising, for example, a VIN or battery pack identifier and a biometric factor associated with the vehicle owner or a portable communication device of the vehicle owner (such as an electronic address). As will be appreciated, any other combination of factors can be used. The credential manager2108acquires the requested factors and forwards them to the authenticating server2012. The authenticating server2012compares and successfully matches the received factors against stored credentials and successfully authenticates the operator of the vehicle as the owner of record and the licensed vehicle component as belonging to the owner of record.

In another example, the vehicle120is at a drive-through vendor to purchase an item. The server2008requesting authentication is associated with the drive-through vendor. The server2008provides, via a short range transmitter, a wireless signal comprising a request to provide factors to an authenticating server2012associated with a financial institution of the owner/operator of the vehicle. The request can comprise a description of the item(s) to be purchased (e.g., a QR code) and vendor identity. The vehicle provides factors to the vendor, via a short range transmitter, and the vendor scans the owner/operator's credit card. Both the server requesting authentication and the vehicle2004independently and separately forward the exchanged information to the authenticating server2012, which compares a first of the factors, such as the vehicle's VIN, wireless remote signal description, owner/operator biometric factor, or electronic address of a portable communication device of the owner/operator, received from both the vehicle2004and server2008against a stored credential and compares the other second factor (such as a sensed vehicle parameter or sound signature of ambient noise) received from both the vehicle and server2008against one another. When the first factors each match the stored credential and the second factors match one another, the authenticating server successfully, authenticates the vehicle120as being associated with the owner/operator and can further compare credit card information received from the server2008and confirm that it is associated with the successfully authenticated vehicle as a second check on the identity of the person presenting the credit card.

In yet another example, the vehicle120is at a drive-through vendor to purchase an item. The server2008requesting authentication is associated with the drive-through vendor. The server2008provides, via a short range transmitter, a wireless signal comprising a request to provide factors to an authenticating server2012associated with a financial institution of the owner/operator. The request can comprise a description of the item(s) to be purchased (e.g., a QR code) and vendor identity. The vehicle provides factors to the vendor, via a short range transmitter. Both the server requesting authentication and the vehicle2004independently and separately forward the exchanged information to the authenticating server2012, which compares a first of the factors, such as the electronic address of the owner/operator's communication device, wireless remote signal description, owner/operator biometric factor, or VIN received from both the vehicle120and server2008against a stored credential and compares the other second factor (such as a sensed vehicle parameter or sound signature of ambient noise) received from both the vehicle and server2008against one another. When the first factors each match the stored credential and the second factors match one another, the authenticating server successfully authenticates the owner/operator as being physically at the vendor and can further compare credit card information received from the server2008and confirm that it is associated with the successfully authenticated owner/operator as a second check on the identity of the person presenting the credit card.

In another example, an operator is seeking to perform a function or operation on the vehicle. Before the function or operation on the vehicle (e.g., start the ignition of the vehicle) can be performed, he or she must be authenticated successfully by the authenticating server as the owner of the vehicle or locally by the vehicle. The credential manager collects multiple factors, including the VIN of the vehicle, a biometric factor of the owner/operator or an electronic address of an on board or nearby communication device1907of the owner/operator and optionally forwards the authentication information to the server2012. When the factors match values stored in the credential repository2016in association with the vehicle and its owner/operator or in the memory1916of the vehicle120, the function or operation is enabled.

In another example, the vehicle120is monitored remotely (over the network1909) by a remote monitoring service (which may be a fee-based service, warranty provider, vehicle manufacturer, etc.). The vehicle120periodically sends, via the vehicle database connectivity manager1958, to the remote monitoring service wireless signals containing one or more vehicle parameter measurements received from one or more of the sensors2112. The owner/operator or vehicle subsequently is involved in a transaction that requires authentication (e.g., battery pack license validation check, financial transaction, purchase of a good or service, and the like). The authenticating server2012receives, from the vehicle, multiple factors, such as an electronic address of the owner/operator's portable communication device (e.g., smart phone, tablet computer, and the like), wireless remote signal description, owner/operator biometric factor, or VIN along with a sensor measurement regarding a vehicle function or operation and timestamp of the sensor measurement. The authenticating server2012further receives, from the remote monitoring service, vehicle parameter measurements associated with the timestamp. The electronic address or VIN are compared with values stored in the credential repository2016and the sensor measurement values associated with the timestamp to authenticate the owner/operator or vehicle or both depending on the authentication information employed.

In yet another example, the vehicle120is at a drive-through vendor to purchase an item. The server2008requesting authentication is associated with the drive-through vendor. The server2008optionally provides, via a short range transmitter, a wireless signal comprising a request to provide factors to an authenticating server2012associated with a financial institution of the owner/operator. The request can comprise a description of the item(s) to be purchased (e.g., a QR code) and vendor identity. The server208receives from a local sensor a sensed ambient measurement, such as ambient light level or ambient noise sound signature. A different sensor on the vehicle captures the same measurement. Both the server requesting authentication and the vehicle2004independently and separately forward the sensed ambient measurement and authentication information regarding the owner/operator and/or vehicle (e.g., owner/operator biometric factor, VIN, electronic address of the owner/operator's portable communication device (e.g., smart phone, tablet computer, and the like), wireless remote signal description, and/or credit card information) to the authenticating server2012, which compares a first of the factors, such as the authentication information received from both the vehicle2004and server2008against a stored credential and compares the other second factor, or the sensed ambient measurement, received from both the vehicle and server2008against one another. When the first factors each match the stored credential and the second factors match one another, the authenticating server successfully authenticates the owner/operator as being physically at the vendor and can further compare credit card information received from the server2008and confirm that it is associated with the successfully authenticated owner/operator as a second check on the identity of the person presenting the credit card.

An opportunity exists to use the unique information associated with a vehicle to assist with and be used as authentication information. Since VINs are unique, pairing this information with other types of IDs presents a robust manner of authenticating, for example, a driver and a vehicle, for a transaction. Specifically, the vehicle VIN, and/or a unique battery, module, or battery pack identifier, and/or an ignition key (or keyless remote) identifier and/or communication device ESN/SIM Card (optionally in conjunction with one or more public/private keys). The use of a vehicle as a source of authentication information can serve as “something that the user possesses”. If a user wants to authenticate himself or herself, he or she can use a characteristic or descriptor associated with his or her vehicle or keyless remote (i.e. something that the individual user knows or possesses and may or may not be globally unique) plus a second unique factor (such as a valid, dynamic passcode or electronic address associated with a portable communication device of the user, VIN, battery pack ID, or user biometric factor). An advantage of this method is that there is no need for an additional, dedicated token, as users tend to carry routinely their mobile devices and are typically associated with a finite number of vehicles.

Multi-factor authentication can provide more reliable and robust authentication for an owner/operator or vehicle and reduce the time and effort required for authentication while at the same time not inconveniencing or distracting the owner/operator. VINs, vehicle sensor measurements, SPS units, microphones, and gyro/acceleromoters can provide a trustworthy second factor in authentication.

With reference toFIGS. 23 and 24, logical instructions according to an embodiment will be discussed.

In step2300, the cryptographic manager2100receives a request, from the server requesting authentication or authenticating server depending on the application, for authentication credentials or factors.

In step2304, the credential manager2108validates the request by known techniques.

In optional step2316, the credential manager2108generates a security key from the determined factors.

In step2320, the credential manager2100transmits authentication information to the requestor.

In step2400, the authenticating server or server requesting authentication receives the transmitted authentication information from the cryptographic manager.

In step2404, the authenticating server optionally receives second authentication information from the server requesting authentication.

In step2408, the authenticating server retrieves authentication information for the vehicle and/or owner/operator from the credential database2016.

In step2412, the authenticating server compares the received authentication information with the retrieved authentication information and determines whether or not authentication is successful.

In step2416, the authenticating server transmits the appropriate response (i.e., a comparison has failed to match and authentication failed or comparisons match and authentication is successful) to the server requesting authentication.

With reference toFIG. 25, the logical instructions are executed by an arithmetic/logic unit (“ALU”), which performs mathematical operations, such as addition, subtraction, multiplication, and division, machine instructions, an address bus (that sends an address to memory), a data bus (that can send data to memory or receive data from memory), a read and write line to tell the memory whether to set or get the addressed location, a clock line that enables a clock pulse to sequence the processor, and a reset line that resets the program counter to zero or another value and restarts execution. The arithmetic/logic unit can be a floating point processor that performs operations on floating point numbers. The verification system further includes first, second, and third registers that are typically configured from flip-flops, an address latch, a program counter (which can increment by “1” and reset to “0”), a test register to hold values from comparisons performed in the arithmetic/logic unit, plural tri-state buffers to pass a “1” or “0” or disconnect its output (thereby allowing multiple outputs to connect to a wire but only one of them to actually drive a “1” or “0” into the line), and an instruction register and decoder to control other components. Control lines, in the verification system, from the instruction decoder can: command the first register to latch the value currently on the data bus, command the second register to latch the value currently on the data bus, command the third register to latch the value currently output by the ALU, command the program counter register to latch the value currently on the data bus, command the address register to latch the value currently on the data bus, command the instruction register to latch the value currently on the data bus, command the program counter to increment, command the program counter to reset to zero, activate any of the plural tri-state buffers (plural separate lines), command the ALU what operation to perform, command the test register to latch the ALU's test bits, activate the read line, and activate the write line. Bits from the test register and clock line as well as the bits from the instruction register come into the instruction decoder. Hardware similar or identical to that ofFIG. 25is in each of the server requesting authentication, cryptographic manager on board the vehicle, portable communication or computational device of the owner/operator, and authenticating server for executing the instructions ofFIGS. 24-25. The ALU executes instructions for a random or pseudo-random number generation algorithm and generates the recipient identifier using the appropriate seed values.

Furthermore, while the exemplary embodiments illustrated herein show the various components of the system collocated, certain components of the system can be located remotely, at distant portions of a distributed network, such as a LAN and/or the Internet, or within a dedicated system. Thus, it should be appreciated, that the components of the system can be combined into one or more devices, such as a server, communication device, or collocated on a particular node of a distributed network, such as an analog and/or digital telecommunications network, a packet-switched network, or a circuit-switched network. It will be appreciated from the preceding description, and for reasons of computational efficiency, that the components of the system can be arranged at any location within a distributed network of components without affecting the operation of the system.

Embodiments include a vehicle that can comprise:

a power source to propel the vehicle;

a user interface to receive commands from an occupant and provide output to the occupant;

a plurality of on board sensors to sense an operating parameter of the vehicle;

a computer readable medium for storing multiple factors; and

an on board microprocessor, coupled (or in communication) with the computer readable medium, that is programmed to:

receive and transmit the multiple factors to a remote server to authenticate the vehicle or a vehicle occupant, the multiple factors comprising a plurality of an electronic address of a portable communication device of the occupant, a wireless remote signal description, a biometric factor of the occupant, a vehicle-related identifier, a sensed vehicle parameter, a sensed environmental parameter, a passcode received from the remote server, or a derivative thereof.

Embodiments include a method that can comprise the step of:

collecting, by a vehicle microprocessor and on board sensor, multiple factors, the multiple factors comprising a plurality of an electronic address of a portable communication device of the occupant, a wireless remote signal description, a biometric factor of the occupant, a vehicle-related identifier, a sensed vehicle parameter, a sensed environmental parameter, a passcode received from the remote server, or a derivative thereof; and

transmitting multiple factors to a remote server to authenticate a vehicle or a vehicle occupant.

Embodiments include a vehicle that can comprise:

a power source to propel the vehicle;

a user interface to receive commands from an occupant and provide output to the occupant;

a plurality of on board sensors to sense an operating parameter of the vehicle;

a computer readable medium for storing multiple factors; and

an on board microprocessor, coupled (or in communication) with the computer readable medium, that is programmed to:

receive a request, from the occupant via the user interface, to perform an operation or function;

determine multiple factors by the plurality of on board sensors;

compare the determined multiple factors against the stored multiple factors;

when the determined multiple factors each match a corresponding one of the stored multiple factors, the on board microprocessor performs the requested operation or function; and

when one or more of the determined multiple factors does not match a corresponding one of the stored multiple factors, the on board microprocessor does not perform the requested operation or function, the determined and stored multiple factors each comprising a plurality of an electronic address of a portable communication device of the occupant, a wireless remote signal description, a biometric factor of the occupant, a sensed environmental parameter, and a passcode received from a remote server.

Aspects of one or more of the above embodiments can comprise a vehicle or method in which a derivative of one or more of the multiple factors is generated by the microprocessor. The key can be an authentication key, benign key, content-encryption key, crypto ignition key, cryptovariable, derived key, electronic key, ephemeral key, key encryption key, key production key, master key, master encryption key, public/private key, session key, symmetric key, asymmetric key, traffic encryption key, transmission security key, seed key, signature key, or stream key. The microprocessor can generate the key using a key derivation function, keystream generator, cryptographic hash function, key derivation function, cryptographic pseudorandom number generator, cryptanalytic algorithm, broken cryptography algorithm, asymmetric key algorithm, information-theoretically secure algorithm, integer factorization algorithm, symmetric key algorithm, Type 1, 2, or 2 3 encryption algorithm, advanced access content system, or cipher block chain.

Aspects of one or more of the above embodiments can comprise a vehicle or method in which the multiple factors comprise a biometric factor of the occupant. The biometric factor can relate to a metric of a physiological or behavioral human characteristic of the occupant, wherein the physiological characteristic is related to a shape of the body. The shape of the body can be a fingerprint, palm vein pattern, facial characteristic, palm print, hand geometry characteristic, iris characteristic, retina characteristic, or scent of the occupant. The behavioral characteristic can be related to a pattern of behavior of the occupant. The pattern of behavior can comprise typing rhythm, typing speed, pattern in key press intervals, gait, or voice characteristic. The plurality of sensors can comprise one or more of an image processor, fingerprint, palm print, or palm vein scanner, retina or iris scanner, voice analyzer, or keypad to collect the biometric factor.

Aspects of one or more of the above embodiments can comprise a vehicle or method in which the multiple factors comprise an electronic address of a portable communication device of the occupant, wherein the electronic address is one or more of communication device Electronic Serial Number (“ESN”), Mobile Equipment Identifier (“MEID”), International Mobile Equipment Identity (“IMEI”), International Mobile Subscriber Identity (“IMSI”) number (stored on a Subscriber Identity Module (“SIM”) card of the communication device), Temporary Mobile Subscriber Identity (“TMSI”), telephone number, and Mobile IP (“MIP”).

Aspects of one or more of the above embodiments can comprise a vehicle or method in which the multiple factors comprise a wireless remote signal description emitted by a keyless remote. The keyless remote can comprise a short range radio transmitter emitting the wireless remote signal. The keyless remote can transmit the wireless remote signal as a coded signal by radio waves to a receiver in the vehicle.

Aspects of one or more of the above embodiments can comprise a vehicle or method in which the multiple factors comprise a passcode received by a receiver in the vehicle from the remote server. The passcode can delete automatically a passcode stored in the computer readable medium and previously used by the occupant. If the received passcode is not entered within a specified time limit, the remote server can automatically send a new passcode to the vehicle receiver.

Aspects of one or more of the above embodiments can comprise a vehicle or method in which the multiple factors comprise a vehicle-related identifier. The vehicle-related identifier can be a vehicle identification number (“VIN”) of the vehicle or a unique identifier of a vehicle component. The microprocessor can one or more of optically read the vehicle-related identifier with a barcode scanner or digital camera or digitally read the vehicle-related identifier via OBD-II.

Aspects of one or more of the above embodiments can comprise a vehicle or method in which the multiple factors comprise a sensed vehicle parameter. The sensed vehicle parameter can be one or more of vehicle location, vehicle speed, acceleration, stored energy or fuel level, winding temperature, rotor speed, battery pack voltage level, output electrical current, electrical current direction of flow, leakage current, battery pack temperature, state-of-charge, state-of-health, or state-of-function, throttle position, manifold pressure, engine coolant temperature, mass air flow, camshaft position, crankshaft position, oxygen, detonation, EGR, intake air temperature, engine speed, brake pedal position, accelerator pedal position, brake pad wear, or fuel pressure. The plurality of sensors can comprise one or more of a throttle or accelerator pedal position sensor, a brake pedal position sensor, manifold pressure sensor, engine coolant temperature sensor, mass air flow sensor, camshaft position sensor, crankshaft position sensor, pedal angle sensor, chassis position sensor, oxygen sensor, AC or DC current sensor, brake pad wear sensor, detonation sensor, EGR sensor, satellite position system unit, or intake air temperature sensor to collect the sensed vehicle parameter.

Aspects of one or more of the above embodiments can comprise a vehicle or method in which a sensed environmental parameter is associated with an interior or exterior of the vehicle. The sensed environmental parameter can be one or more of light level, still or video image, and sound signature of ambient noise. The plurality of sensors can comprise one or more of a light sensor, still or video image by an image capture device, or a microphone to collect the sensed environmental parameter.

The term “database” or “data model” as used herein refers to any system, hardware, software, memory, storage device, firmware, component, etc., that stores data. The data model can be any type of database or storage framework described in conjunction withFIGS. 6 and 7, which is stored on any type of non-transitory, tangible computer readable medium. The data model can include one or more data structures, which may comprise one or more sections that store an item of data. A section may include, depending on the type of data structure, an attribute of an object, a data field, or other types of sections included in one or more types of data structures. The data model can represent any type of database, for example, relational databases, flat file databases, object-oriented databases, or other types of databases. Further, the data structures can be stored in memory or memory structures that may be used in either run-time applications or in initializing a communication.

The term “electric vehicle” (EV), also referred to herein as an electric drive vehicle, may use one or more electric motors or traction motors for propulsion. An electric vehicle may be powered through a collector system by electricity from off-vehicle sources, or may be self-contained with a battery or generator to convert fuel to electricity. An electric vehicle generally includes a rechargeable electricity storage system (RESS) (also called Full Electric Vehicles (FEV)). Power storage methods may include: chemical energy stored on the vehicle in on-board batteries (e.g., battery electric vehicle or BEV), on board kinetic energy storage (e.g., flywheels), and/or static energy (e.g., by on-board double-layer capacitors). Batteries, electric double-layer capacitors, and flywheel energy storage may be forms of rechargeable on-board electrical storage.

The term “electronic address” refers to any contactable address, including a telephone number, instant message handle, e-mail address, Universal Resource Locator (“URL”), Universal Resource Identifier (“URI”), Address of Record (“AOR”), electronic alias in a database, like addresses, and combinations thereof.

The term “hybrid electric vehicle” refers to a vehicle that may combine a conventional (usually fossil fuel-powered) powertrain with some form of electric propulsion. Most hybrid electric vehicles combine a conventional internal combustion engine (ICE) propulsion system with an electric propulsion system (hybrid vehicle drivetrain). In parallel hybrids, the ICE and the electric motor are both connected to the mechanical transmission and can simultaneously transmit power to drive the wheels, usually through a conventional transmission. In series hybrids, only the electric motor drives the drivetrain, and a smaller ICE works as a generator to power the electric motor or to recharge the batteries. Power-split hybrids combine series and parallel characteristics. A full hybrid, sometimes also called a strong hybrid, is a vehicle that can run on just the engine, just the batteries, or a combination of both. A mid hybrid is a vehicle that cannot be driven solely on its electric motor, because the electric motor does not have enough power to propel the vehicle on its own.

The term “in communication with” as used herein refers to any coupling, connection, or interaction using electrical signals to exchange information or data, using any system, hardware, software, protocol, or format.

The term “network” as used herein refers to a system used by one or more user devices to communicate. The network can include one or more session managers, feature servers, communication endpoints, etc. that allow communications, whether voice or data, between two user devices. A network can be any network or communication system described herein. Generally, a network can be a local area network (LAN), a wide area network (WAN), a wireless LAN, a wireless WAN, the Internet, etc. that receives and transmits messages or data between devices. A network may communicate in any format or protocol known in the art, such as, transmission control protocol/internet protocol (TCP/IP), 802.11g, 802.11n, Bluetooth, or other formats or protocols.

The term “rechargeable electric vehicle” or “REV” refers to a vehicle with on board rechargeable energy storage, including electric vehicles and hybrid electric vehicles.