Method and apparatus for selective drive-mode enablement

A system includes a processor configured to determine a driver identity. The processor is also configured to receive a request for a change to a driving mode and responsive to the request, enable or deny the driving mode based on mode-correlation to one of a predefined set of permissible driving modes pre-associated with the driver identity.

TECHNICAL FIELD

The illustrative embodiments generally relate to methods and apparatuses for selective drive-mode enablement.

BACKGROUND

Improvements to onboard computing capability and vehicle mechanics present opportunities for increased variances in vehicle driving modes. In addition to more traditional driving modes, such as four-wheel drive (4WD) and all-wheel drive (AWD), drivers may be able to select from more environmentally specific driving modes, such as sand, gravel, snow and ice, etc. Advanced performance vehicles may also include modes such as drift mode, usable for a highly specific form of driving called “drifting,” or “line lock” mode, which allows drivers to spin the rear tires to produce noise and smoke.

In a similar vein, drivers of autonomous or partially autonomous vehicles may wish to switch between automated and manually controlled driving or driving assisted conditions. Skilled drivers may want to freely switch between all possible modes, but at the same time parents or people loaning out vehicles may not want to run the risk of an unskilled or little-known driver using a vehicle in a mode that can be unfavorable to both the occupants and the vehicle when used incorrectly.

SUMMARY

In a first illustrative embodiment, a system includes a processor configured to determine a driver identity. The processor is also configured to receive a request for a change to a driving mode and responsive to the request, enable or deny the driving mode based on mode correlation to one of a predefined set of permissible driving modes pre-associated with the driver identity.

In a second illustrative embodiment, a computer-implemented method includes disabling a driving mode subset of possible driving modes, responsive to driver identification and based on a predefined subset pre-associated with an identified driver's profile. The method also includes selectively denying a request for disabled driving modes when a valid override condition does not accompany the request.

In a third illustrative embodiment, a system includes a processor configured to detect a vehicle driver identity. The processor is also configured to load a profile associated with the driver identity, the profile including a defined set of enabled and disabled driving modes for an identified driver and process driving control mode change requests in accordance with the defined set, such that changes to enabled driving modes are permitted and changes to disabled driving modes are rejected.

DETAILED DESCRIPTION

FIG. 1illustrates an example block topology for a vehicle based computing system1(VCS) for a vehicle31. An example of such a vehicle-based computing system1is the SYNC system manufactured by THE FORD MOTOR COMPANY. A vehicle enabled with a vehicle-based computing system may contain a visual front end interface4located in the vehicle. The user may also be able to interact with the interface if it is provided, for example, with a touchscreen display. In another illustrative embodiment, the interaction occurs through button presses, spoken dialog system with automatic speech recognition, and speech synthesis.

In the illustrative embodiment 1 shown inFIG. 1, a processor3controls at least some portion of the operation of the vehicle-based computing system. Provided within the vehicle, the processor allows onboard processing of commands and routines. Further, the processor is connected to both non-persistent5and persistent storage7. In this illustrative embodiment, the non-persistent storage is random access memory (RAM) and the persistent storage is a hard disk drive (HDD) or flash memory. In general, persistent (non-transitory) memory can include all forms of memory that maintain data when a computer or other device is powered down. These include, but are not limited to, HDDs, CDs, DVDs, magnetic tapes, solid state drives, portable USB drives and any other suitable form of persistent memory.

In one illustrative embodiment, the system1uses the BLUETOOTH transceiver15to communicate17with a user's nomadic device53(e.g., cell phone, smart phone, PDA, or any other device having wireless remote network connectivity). The nomadic device (hereafter referred to as ND)53can then be used to communicate59with a network61outside the vehicle31through, for example, communication55with a cellular tower57. In some embodiments, tower57may be a Wi-Fi access point.

Exemplary communication between the ND53and the BLUETOOTH transceiver15is represented by signal14.

Pairing the ND53and the BLUETOOTH transceiver15can be instructed through a button52or similar input. Accordingly, the CPU is instructed that the onboard BLUETOOTH transceiver will be paired with a BLUETOOTH transceiver in a nomadic device.

In another embodiment, the ND53includes a modem for voice band or broadband data communication. In the data-over-voice embodiment, a technique known as frequency division multiplexing may be implemented when the owner of the nomadic device can talk over the device while data is being transferred. At other times, when the owner is not using the device, the data transfer can use the whole bandwidth (300 Hz to 3.4 kHz in one example). While frequency division multiplexing may be common for analog cellular communication between the vehicle and the internet, and is still used, it has been largely replaced by hybrids of Code Domain Multiple Access (CDMA), Time Domain Multiple Access (TDMA), Space-Domain Multiple Access (SDMA) for digital cellular communication. If the user has a data-plan associated with the nomadic device, it is possible that the data-plan allows for broadband transmission and the system could use a much wider bandwidth (speeding up data transfer). In yet another embodiment, the ND53is replaced with a cellular communication device (not shown) that is installed to vehicle31. In still another embodiment, the ND53may be a wireless local area network (LAN) device capable of communication over, for example (and without limitation), an 802.11g network (i.e., Wi-Fi) or a Wi-Max network.

Also, or alternatively, the CPU could be connected to a vehicle based wireless router73, using for example a Wi-Fi (IEEE 803.11)71transceiver. This could allow the CPU to connect to remote networks in range of the local router73.

In addition to having exemplary processes executed by a vehicle computing system located in a vehicle, in certain embodiments, the exemplary processes may be executed by a computing system in communication with a vehicle computing system. Such a system may include, but is not limited to, a wireless device (e.g., and without limitation, a mobile phone) or a remote computing system (e.g., and without limitation, a server) connected through the wireless device. Collectively, such systems may be referred to as vehicle associated computing systems (VACS). In certain embodiments, particular components of the VACS may perform particular portions of a process depending on the particular implementation of the system. By way of example and not limitation, if a process has a step of sending or receiving information with a paired wireless device, then it is likely that the wireless device is not performing that portion of the process, since the wireless device would not “send and receive” information with itself. One of ordinary skill in the art will understand when it is inappropriate to apply a particular computing system to a given solution.

With respect to the illustrative embodiments described in the figures showing illustrative process flows, it is noted that a general purpose processor may be temporarily enabled as a special purpose processor for the purpose of executing some or all of the exemplary methods shown by these figures. When executing code providing instructions to perform some or all steps of the method, the processor may be temporarily repurposed as a special purpose processor, until such time as the method is completed. In another example, to the extent appropriate, firmware acting in accordance with a preconfigured processor may cause the processor to act as a special purpose processor provided for the purpose of performing the method or some reasonable variation thereof.

While there is an incentive for an original equipment manufacturer (OEM) to include advanced and/or automatic driving and assistance modes, the OEM may have to temper these inclusions with considerations of a target demographic. That is, even if a person wants the full set of capabilities for themselves, they may be concerned about a teenage driver, for example, using a mode for which that driver does not have sufficient skill to use. Accordingly, if the options are either “include the mode” or “don't include the mode,” OEMs may build and/or drivers may buy the option without all the modes, even though that may not be the precise version of the vehicle that they would prefer to sell or buy, respectively.

The illustrative embodiments allow for selective enablement of certain modes based on driver identification, which essentially allows an owner or primary account holder to customize which modes are available for which drivers. This allows the owner to experience all modes when they are driving, but also to restrict certain modes in a driver-specific manner.

In a similar sense, further examples allow owners to “force” or “block” certain modes based on environmental conditions, road conditions and other external considerations. For example, even though it may be less fuel efficient, an owner can force a vehicle into “snow” mode when ice or freezing temperatures are present, thus ensuring that certain drivers are driving in an environmentally appropriate mode. Similarly, the weather/external conditions can be a blocking trigger for certain modes, whereby the owner can block certain performance modes when inclement weather or other external conditions are undesirable for use of such a mode.

In addition to allowing for selective mode lock-out based on drivers and conditions, the illustrative embodiments provide for local and remote override of settings, so if a parent is in a vehicle and wants to teach a driver how to use an advanced driving mode, the lockout can be overridden without having to necessarily reconfigure the settings for the driver. The remote version of the override allows the primary owner or a designated party to use a mobile phone, PC, etc. to input a form of secure authorization, such as a code, PIN, biometric, etc., to override a lockout mode for a specific request. This could be useful, for example, if a driver had 20 miles of fuel remaining in a snow-mode, but would have 22 miles of fuel in a “normal” mode, and was driving in inclement weather but was also 21 miles from the nearest refueling point. By allowing an owner to override the lockout, the vehicle would have a better chance of reaching the refueling point, even though it would have to be driven in a sub-optimal mode for the current weather.

FIG. 2shows an illustrative example of a process for driving mode availability engagement. In this illustrative example, the process may detect201a driver identification. Driver identification can be done in a variety of manners, such as, but not limited to, device based identification where the system identifies a driver based on a known device relationship, biometric identification (fingerprint, weight, height, etc), visual identification or even input of a specified username/password combination.

The process also determines203if there is a “mode profile” for the identified driver. That is, individual drivers or classes of driver may have owner-designated control and mode selection rights associated therewith. These rights do not actually have to be assigned by an owner, but they are rather assigned by an administrative user having control rights over a given profile and designated or permitted through passcode entry as an entity having permission to define and alter rights. If there is a defined profile for the driver, the process may load207parameters for that driver. These parameters may define both impermissible driving modes and driving modes that may be triggered under certain conditions (e.g., permitted under certain conditions or even automatically triggered under certain conditions). If there is no profile for a certain user (or if identification attempts result in an unknown user), the process may use 205 a default profile. The default profile can be customized to enable/disable certain driving modes, or may, for example, correspond to a specific profile having the lowest permission settings.

FIG. 3shows an illustrative process for driving mode enablement and secured bypass. In this illustrative process, the system determines301that a given driving mode is requested. There are varied methodologies for enabling/disabling driving modes that are usable with the illustrative embodiments. For example, the process may selectively enable or disable modes, which may include displaying certain modes for digital selection or illuminating or failing to illuminate dial settings during manual selection. In another example, the process may simply reject (and may possible include a rejection message) a certain mode request if a mode request is made for a mode that is denied to a certain identified driver. Once the system confirms303that any necessary security checks have cleared (e.g. PIN/password/secure authorization or driver identity verification), the process may further determine305if the driving mode is enabled for the identified driver. If the mode is permitted, the process may engage307the requested driving mode.

If the mode is not permitted, the process may provide309an override option, whereby the driver can enter an override PIN to enable an otherwise disabled mode. If the driver elects the override option and correctly311enters the pin, the system verifies313the PIN (or password) and engages315the requested driving mode. If the code or PIN is incorrect, the process may notify317the user that the incorrect code was entered and maintain319the current driving mode.

Since PIN/password entry, or other secure authorization, may require attention, the option to override via PIN entry may require the vehicle to be slowed or stopped, even if the driving mode change would otherwise engage during travel.

In another example, if the vehicle can detect or determine the identities of other occupants, and the system determines the presence of the approved primary control entity (such as an owner), then the process may provide an automatic override based on the assumption that the owner is present and therefore approves the requested override.

FIG. 4shows an illustrative example of remote secured bypass. In this example, the user may not be given an option to manually override denial of a drive mode, or, alternatively, an incorrect attempt may result in a remote request or an option for a remote request for override. In the override scenario, a message is sent to a primary designated user's contact point (e.g., mobile device or PC) whereby the primary user or other designated party can input a valid override PIN/code or override by other authorization (e.g., without limitation, biometric on a connected phone) and allow the vehicle to proceed with the requested drive mode change.

Here, the process detects401a request to change into a new drive mode, and if the mode is permitted based on a current driver profile403, the process may simply engage405the requested driving mode.

If the mode is not permitted, however, the process may provide an option to input a PIN/code/authorization in order to override the denial. If the driver or other occupant responds with a valid407PIN or other authorization, the process may also engage409the requested mode, in light of the successful override request. If the driver cannot provide authorization, or if the driver is required to seek remote permission, the vehicle may contact411an owner and/or send413a request to a predefined contact number or address for remote approval.

An owner executing an OEM application or otherwise receiving the message can use a PIN or code, or may even simply confirm the request, since the device is presumably in the appropriate party's possession. Once the process receives the remote confirmation415, the process can engage the requested mode.

In addition to tying configurable driving modes to driver profiles, it is also possible to tie modes to state dependencies and variables. This concept allows selective enablement of certain modes under certain conditions, and can further “force” the vehicle into certain modes under certain conditions. For example, a parent may be willing to allow a child to use drift mode, but only in dry conditions, and alternatively a parent may configure a snow-traction mode to be engaged whenever the vehicle is traveling in icy or freezing conditions. By tying the modes to variables other than driver identification, a greater degree of freedom can be achieved with regards to mode configuration.

FIG. 5shows an illustrative example of mode configuration. This process allows a user to access a configuration state setup screen, which can present the user with a list of profiles, variables, variable settings and corresponding modes. Depending on the granularity of control desired, users may be able to input advanced variables and geo-fences for particular modes, and in other more simplified examples the user may simply tie certain modes to times of day or weather conditions.

In this example, the process receives501a configuration request, which will allow a user to configure states associated with driving modes. The request can be fulfilled from a mobile device or via a vehicle HMI, or any other remote HMI capable of relaying selections to a vehicle through a remote server or communicating selections directly to the vehicle via a wireless connection.

Since the driving mode configuration may allow access to modes that require certain skill levels, the process in this example requests503secure authorization (e.g., without limitation, a PIN, code, biometric, etc.). In other examples, the process may simply launch507the configuration interface, but in this example the launch is contingent on the correct secure authorization505.

The process then receives509the input for the various conditionals or toggles. In this example, the states have toggle “on/off” switches associated therewith, and the each conditional may also have state settings associated therewith. For example, the process may present a snow conditional, for which the user can then engage particular states or disable states. The process also saves511the settings.

FIG. 6shows an illustrative example of automatic mode engagement. In this example, the process detects601a weather, geographic or other condition associated with state change. For example, detecting rocky or off-road topology can result in engaging a mode predefined for such a condition and disabling selection of certain modes that are not designed for such a condition. The process determines603modes that are defined as associated with the detected condition. This may reveal that an owner has enforced a certain required605mode for a given condition (e.g., snow driving mode for freezing temperatures). If there are no mandated driving modes, the process may present options or illuminate607options corresponding to driving modes permitted under certain conditions.

OEMs may also predefine certain settings for certain conditions, so that even if a user has not configured modes for a particular condition, the system may default to recommended modes for a given condition. This will not necessarily prevent the user from enabling initially disabled modes, but it may guide the user towards OEM-designed modes for certain conditions. If a mode is mandated, the process may simply engage609the mandated mode.

If there is no mandated mode, but the user selects one of the enabled modes (selection of non-enabled or disabled modes being prevented), the process may receive611the change-mode instruction and ensure that the mode is permitted613for the user. If the user has attempted to select a disabled mode, the process may request615secure authorization before the selected mode can be enabled. If the correct authorization617is received, the process can engage619the selected, previously disabled, mode. It is also possible that a parent or owner “permanently” disables certain modes, so that only by reconfiguring the initial settings that mode can be selected. This option may be used to prevent accidental selection of disabled modes or more robust lockout of modes that are potentially undesirable for certain users under certain conditions.

FIG. 7shows an illustrative configuration display. This illustrative human machine interface (HMI) demonstrates an example input screen for configuring context-sensitive driving modes. In this example, the driver may be shown this display if, for example, an input request is made. That allows the driver to see the settings, but in order to change the settings, the driver may have to use the numeric keypad701to input a PIN. In the center, a “save” button703also includes the weather, environmental or other parameter associated with the displayed settings.

Here, there are a plurality of modes705, which in this example include sport, track, drift and line lock. Each mode has a toggle707,709that allows the driver to dictate whether a given mode should be enabled707or disabled709for a given environmental variable type.

FIG. 8shows an illustrative set of conditional parameters. This is an advanced set of features that could allow for secondary considerations. These are simply illustrative parameters, but they should provide examples of how secondary considerations can be set for implementation of various environmental conditions.

Accordingly, the process is capable of using weather prediction803in locales other than the current location, which in this example allows the user to configure predictions various radiuses away from a user location, such as 25 miles809, 50 miles815and 100 miles821. Weather predicted in a given radius may prevent mode usage corresponding to the predicted weather.

The user can also tie weather prediction to a current route811, and elect whether to enable811or disable817this considerations with regards to weather types predicted along the route. In a further example, the process may only react if snow/ice823is predicted along the route, or if another “major” type of variable exists along the route.

Another variable in this example is daylight807. Certain modes can be disabled/enabled during night-time or day-time. Again, the driver can elect to apply813the lockout mode or unapply819the lockout mode during the specified time period or under specified variable conditions. The screen may further include an OEM specified fixed set of enablable conditions or selection of a given condition803,805,807could provide a list of selectable options, and then the accompanying considerations809,811,813,815,817,819,821,823relevant to a selected variable could be presented as possible options.

The illustrative embodiments allow for OEMs to provide vehicles with enhanced driving modes and allow drivers who wish to own these modes to ensure that unapproved parties are not using the modes, while at the same time allowing for selective unlocking of these modes under approved circumstances.