# Patent

## Title
Method and apparatus for an alert strategy between modules

## Abstract

A telematics control unit comprising a transceiver configured to receive a message from a vehicle module during a sleep mode, the message requesting the telematics control unit to output information via a telecommunications network. The telematics control unit also includes a processor configured to determine whether to output the information or delay the output of the information based upon the message, and output the information to the telecommunications network, or delay outputting the information until the telematics control unit enters a full-power mode or a wake-up cycle.

## Background
CROSS-REFERENCE TO RELATED APPLICATION
This application is a continuation of U.S. application Ser. No. 13/836,159 filed Mar. 15, 2013, the disclosure of which is hereby incorporated in its entirety by reference herein.


TECHNICAL FIELD
The illustrative embodiments generally relate to battery-saving techniques for wireless communication modules.
BACKGROUND
U.S. Pat. No. 6,947,732 generally relates to a method of accessing a mobile vehicle using a wireless communication system. A vehicle communication device is placed into a first communication service sleep mode of a sleep cycle. It is determined if a first communication service is currently available to the vehicle communication device. If the first communication service is available, the vehicle communication device remains in a first communication service awake mode for a first interval of the sleep cycle. If the first communication service is not available, the vehicle communication device remains in the first communication service sleep mode for the first interval of the sleep cycle. Programs and systems of using the method are also provided.
U.S. Pat. No. 8,000,842 generally relates to a system and method that prevent excessive current drain through the network access device (NAD) of a telematics unit and provide flexible discontinuous-receive management. Normally, when in a Standby State and where communication service is unavailable, the NAD may dissipate current at rate many times more than where communication service is available. A Standby Counter provides the length of the time interval for Standby State or the sleep cycle. Certain of the disclosed examples prevent excessive vehicle battery drain by operating the telematics unit in a first mode wherein a sleep cycle value of the telematics unit is above a first predetermined threshold, and if the communication service is available, operating the telematics unit in a second mode wherein a sleep cycle value is in a range from zero to the first predetermined threshold.
U.S. Pat. No. 8,005,453 generally discloses a system and method in a client device for controlling the power within the client device. The client device has a network access device, a programmable timer, and a controller. The network access device has at least a powered state and a power-off state. The programmable timer operates the network access device in the powered state. The controller is coupled to the programmable timer and is capable of providing a time period for operating the network access in the powered state. The controller determines the time period based on a discontinuous reception parameter obtained from the network access device. The network access device may include a transceiver. The network access device may also include a transceiver and a controller. There are also methods of operating the client device to control the power within the device.
SUMMARY
A first illustrative embodiment discloses a telematics control unit comprising a transceiver configured to receive a message from a vehicle module during a sleep mode, the message requesting the telematics control unit to output information via a telecommunications network. The telematics control unit also includes a processor configured to determine whether to output the information or delay the output of the information based upon the message, and output the information to the telecommunications network, or delay outputting the information until the telematics control unit enters a full-power mode or a wake-up cycle.
A second illustrative embodiment discloses a method of using a telematics control unit comprising receiving a message from a vehicle module during a sleep mode, the message requesting the telematics control unit to output information via a telecommunications network, determining whether to output the information or delay the output of the information based upon the message, and outputting the information to the telecommunications network, or delaying output of the information until the telematics control unit enters a full-power mode or a wake-up cycle.
A third illustrative embodiment discloses a telematics control unit comprising a transceiver for receiving a message from a module during a sleep mode, the message requesting the telematics control unit to output information using a telecommunications network. The telematics control unit also includes a processor configured to determine whether to output or delay output of the information based upon the message, output the information to the network, and activate a power mode based upon the message after outputting the information to the network.



BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 illustrates an example block topology for a vehicle based computing system for a vehicle.
FIGS. 2a-d show illustrative examples of vehicle-based communication modules that provide communication to a remote network.
FIG. 3A illustrates an example of the different stages that the cellular communication module utilizes based on the power-on and power-off cycles of a battery electric vehicle (BEV).
FIG. 3B illustrates an example of the different stages of a cellular communication module utilizes based on the power and power-off cycles of a plug-in hybrid electric vehicle (PHEV).
FIG. 4 illustrates an example of a flow chart for entering and exiting different sleep stages of a cellular communication module.
FIG. 5 illustrates an example of different stages utilized for a vacation mode that may be programmed by a user.
FIG. 6 illustrates an example of a flow chart of utilizing the vacation mode feature.
FIG. 7 is an illustrative flow chart of a cellular communication module utilizing an alert strategy.
FIG. 8 is an example of a table describing the different strategies for a telematics control unit receiving an alert or other commands.
FIG. 9 is an illustrative flow chart for a telematics control unit utilizing an alert strategy for alerts received from different modules.



DETAILED DESCRIPTION
As required, detailed embodiments of the present invention are disclosed herein; however, it is to be understood that the disclosed embodiments are merely exemplary of the invention that may be embodied in various and alternative forms. The figures are not necessarily to scale; some features may be exaggerated or minimized to show details of particular components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the present invention.
The invention now will be described more fully hereinafter with reference to the accompanying drawings, in which illustrative embodiments of the invention are shown. This invention, may however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. Like numbers refer to elements throughout. As used herein the term “and/or” includes any and all combinations of one or more of the associated listed items.
FIG. 1 illustrates an example block topology for a vehicle based computing system 1 (VCS) for a vehicle 41. An example of such a vehicle-based computing system 1 is the SYNC system manufactured by THE FORD MOTOR COMPANY. A vehicle enabled with a vehicle-based computing system may contain a visual front end interface 4 located in the vehicle. The user may also be able to interact with the interface if it is provided, for example, with a touch sensitive screen. 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 in FIG. 1, a processor 3 controls 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-persistent 5 and persistent storage 7. 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.
The processor is also provided with a number of different inputs allowing the user to interface with the processor. In this illustrative embodiment, a microphone 29, an auxiliary input 25 (for input 33), a USB input 23, a GPS input 24 and a BLUETOOTH input 15 are all provided. An input selector 61 is also provided, to allow a user to select between various inputs. Input to both the microphone and the auxiliary connector is converted from analog to digital by a converter 27 before being passed to the processor. Although not shown, these and other components may be in communication with the VCS over a vehicle multiplex network (such as, but not limited to, a CAN bus) to pass data to and from the VCS (or components thereof).
Outputs to the system can include, but are not limited to, a visual display 4 and a speaker 13 or stereo system output. The speaker is connected to an amplifier 11 and receives its signal from the processor 3 through a digital-to-analog converter 9. Output can also be made to a remote BLUETOOTH device such as PND 54 or a USB device such as vehicle navigation device 60 along the bi-directional data streams shown at 19 and 31 respectively.
In one illustrative embodiment, the system 1 uses the BLUETOOTH transceiver 15 to communicate 17 with a user's nomadic device 53 (e.g., cell phone, smart phone, PDA, or any other device having wireless remote network connectivity). The nomadic device can then be used to communicate 59 with a network 61 outside the vehicle 41 through, for example, communication 55 with a cellular tower 57. In some embodiments, tower 57 may be a WiFi access point.
Exemplary communication between the nomadic device and the BLUETOOTH transceiver is represented by signal 14.
Pairing a nomadic device 53 and the BLUETOOTH transceiver 15 can be instructed through a button 52 or similar input. Accordingly, the CPU is instructed that the onboard BLUETOOTH transceiver will be paired with a BLUETOOTH transceiver in a nomadic device.
Data may be communicated between CPU 3 and network 61 utilizing, for example, a data-plan, data over voice, or DTMF tones associated with nomadic device 53. Alternatively, it may be desirable to include an onboard modem 63 having antenna 18 in order to communicate 16 data between CPU 3 and network 61 over the voice band. The nomadic device 53 can then be used to communicate 59 with a network 61 outside the vehicle 41 through, for example, communication 55 with a cellular tower 57. In some embodiments, the modem 63 may establish communication 30 with the tower 57 for communicating with network 61. As a non-limiting example, modem 63 may be a USB cellular modem and communication 30 may be cellular communication.
In one illustrative embodiment, the processor is provided with an operating system including an API to communicate with modem application software. The modem application software may access an embedded module or firmware on the BLUETOOTH transceiver to complete wireless communication with a remote BLUETOOTH transceiver (such as that found in a nomadic device). Bluetooth is a subset of the IEEE 802 PAN (personal area network) protocols. IEEE 802 LAN (local area network) protocols include WiFi and have considerable cross-functionality with IEEE 802 PAN. Both are suitable for wireless communication within a vehicle. Another communication means that can be used in this realm is free-space optical communication (such as IrDA) and non-standardized consumer IR protocols.
In another embodiment, nomadic device 53 includes 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 (400 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. These are all ITU IMT-3000 (3G) compliant standards and offer data rates up to 2 mbs for stationary or walking users and 385 kbs for users in a moving vehicle. 3G standards are now being replaced by IMT-Advanced (4G) which offers 100 mbs for users in a vehicle and 1 gbs for stationary users. If the user has a data-plan associated with the nomadic device, it is possible that the data-plan allows for broad-band transmission and the system could use a much wider bandwidth (speeding up data transfer). In still another embodiment, nomadic device 53 is replaced with a cellular communication device (not shown) that is installed to vehicle 41. In yet another embodiment, the ND 53 may be a wireless local area network (LAN) device capable of communication over, for example (and without limitation), an 802.11g network (i.e., WiFi) or a WiMax network.
In one embodiment, incoming data can be passed through the nomadic device via a data-over-voice or data-plan, through the onboard BLUETOOTH transceiver and into the vehicle's internal processor 3. In the case of certain temporary data, for example, the data can be stored on the HDD or other storage media 7 until such time as the data is no longer needed.
Additional sources that may interface with the vehicle include a personal navigation device 54, having, for example, a USB connection 56 and/or an antenna 58, a vehicle navigation device 60 having a USB 62 or other connection, an onboard GPS device 24, or remote navigation system (not shown) having connectivity to network 61. USB is one of a class of serial networking protocols. IEEE 1394 (FireWireTM (Apple), i.LINKTM (Sony), and LynxTM (Texas Instruments)), EIA (Electronics Industry Association) serial protocols, IEEE 1284 (Centronics Port), S/PDIF (Sony/Philips Digital Interconnect Format) and USB-IF (USB Implementers Forum) form the backbone of the device-device serial standards. Most of the protocols can be implemented for either electrical or optical communication.
Further, the CPU could be in communication with a variety of other auxiliary devices 65. These devices can be connected through a wireless 67 or wired 69 connection. Auxiliary device 65 may include, but are not limited to, personal media players, wireless health devices, portable computers, nomadic device, key fob and the like.
Also, or alternatively, the CPU could be connected to a vehicle based wireless router 73, using for example a WiFi (IEEE 803.11) 71 transceiver. This could allow the CPU to connect to remote networks in range of the local router 73.
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 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 VACS to a given solution. In all solutions, it is contemplated that at least the vehicle computing system (VCS) located within the vehicle itself is capable of performing the exemplary processes.
FIGS. 2a-d show illustrative examples of vehicle-based communication modules that provide communication to a remote network.
FIG. 2a shows an illustrative example of a communication module 200 combined with a GPS module, wherein a cellular module and GPS are on different boards.
In this illustrative embodiment, a communications module 200 can include a cellular (e.g., and without limitation, GSM or CDMA) antenna 201 that communicates with a remote server over a cellular network. The received cellular signal may be sent from the cellular antenna 201 to a multi-band cellular (e.g., and without limitation, GSM or CDMA) decoder 219 that processes the received signal to produce information usable by the microprocessor 217.
In this illustrative embodiment, the multi-band cellular chip 219, including flash memory 207 and RAM 211, is installed in the module as part of a removable device 223 including a SIM card 221. The SIM card 221 may contain user identifying information that allows access to the cellular network under a particular user's plan.
Additionally, the module includes a GPS chip 203 that can process and decode a signal from the GPS antenna 205 and send this information to a microprocessor 217.
The microprocessor is also in communication with a vehicle data bus that provides access to various vehicle modules, such as RF module 215. Other modules not shown include, but are not limited to, the vehicle cluster, a remote (off-board) GPS system, a radio module, etc. Non-limiting examples of a vehicle data bus include an SAE J1860 bus, a CAN bus, a GMLAN bus, and any other vehicle data buses known in the art. For illustration purposes only, FIGS. 2a-2d are represented as using a CAN bus.
FIG. 2b shows a second exemplary embodiment in which a cellular chip and GPS are on the same board 223. In this illustrative embodiment, the removable board (this board may also be permanently attached to the module) 223 may contain the SIM card 221, a GPS module including a GPS chip 203 and a GPS antenna 205a, and the Multi-band cellular chip 219 including flash memory 207 and RAM 211.
In another embodiment, the GPS antenna 205b may be attached to the module separately from this board 223. When a signal comes in from the cellular antenna 201 and/or the GPS antenna 205b, the signal may be sent to the corresponding cellular/GPS chip 203 for processing, and then passed to the microprocessor 217. The microprocessor 217 interfaces with the CAN transceiver 213 to connect to a vehicle network 214 and vehicle modules such as RF module 215.
FIG. 2c shows yet another exemplary embodiment in which the cellular module is standalone. In this illustrative embodiment, the GPS module containing the GPS antenna 205 and the GPS chip 203 may connect to the microprocessor 217 through the CAN transceiver 213. Other vehicle modules, such as an RF module 215 can also connect to the microprocessor through the CAN transceiver 213.
In this illustrative embodiment, the removable board 223 may contain a SIM card 221 and a multi-band cellular chip 219, as well as a flash memory 207 and RAM 211. Signals from the cellular antenna 201 may be sent to the board 223 for processing by the multi-band cellular chip 219 before being sent to the microprocessor 217.
FIG. 2d shows still another exemplary embodiment in which a cellular module is combined with an RF module 215 in the communications module 200. The RF module 215 may continue to talk to the microprocessor 217 through the CAN transceiver 213. In this illustrative embodiment, the GPS module, including the GPS antenna 203a or 203b, and GPS chip 205a or 205b can be located within the communications module 200 or located elsewhere in the vehicle, in which case it may communicate with the microprocessor 217 through the CAN transceiver 213.
Again, in this embodiment, the cellular antenna 201 may send a signal to the multi-band cellular 219, including flash memory 207 and RAM 211. The signal may be processed and sent to the microprocessor 217. The multi band cellular chip 219 may be located on a removable circuit board 223, which may also include a SIM card 221.
FIG. 3A illustrates an example of the different stages that the cellular communication module based on the power and power off cycles of a vehicle. The body control module (BCM), may control the cellular communication module's power state, or the cellular communication module may operate on its own in certain embodiments. In the illustrative embodiment of FIG. 3A, the vehicle may be a battery electric vehicle. The vehicle may be operating at full power 301 and all modules and devices may be active, including the cellular communication module. Upon the vehicle triggering a key off 303, the vehicle will exit the full power state and the battery may no longer supply current to all the modules. However, the cellular communication module 305 may enter into an extended power mode for a certain time period. The extended mode may power the cellular radio with data channels open, have the cellular micro on, and also power a real time clock (RTC) and controller area network wakeup circuit. Extended power mode may last for a specific time period, or until a trigger interrupts and fully wakes up the cellular module. The time may be any time period. However, FIG. 2 uses an illustrative example of 30 minutes. Additionally, many different triggers may initiate this interrupt. The triggers may include a wake-up from the controller area network (CAN) bus, a door lock/unlock signal, a signal from the key fob to operate the vehicle, a signal from a cellular phone or a server, and other similar scenarios. During the extended power mode, the cellular communication module may maintain a data connection with the cellular network that allows for immediate two-way data communication.
Upon a threshold period time expiring in which the extended mode is active, the cellular modem may enter into a low-power mode 307 for a certain threshold period of time. The low power mode may utilize less current than the extended mode, thus preserving battery life while providing certain functionality to the cellular communication module. The low power mode may power the cellular radio on with just the control channel open, the cellular micro may be on just to utilize the control channel and the RTC and network wakeup circuit may be on. Although FIG. 3A utilizes a threshold time of 60 days to remain in the low-power mode, any time period may suffice. The low power mode may be active for any period of time until a trigger wakes up the cellular communication module, or the threshold period expires. During the low-power mode, the cellular communication module may not have an active data session, but may include a registered connection with the cellular network. The registered connection may allow the cellular communication module to send/receive SMS messages or maintain a similar connection. Thus, messages sent via a user's mobile phone, a computer, or a server may still be received by the cellar communication module. Upon receiving these messages, the cellular communication module may “wake-up” to activate/deactivate another vehicle module.
Upon a threshold period time expiring in which the low-power mode is active, the cellular modem may enter into a light sleep mode 309 for a certain threshold period of time. The light sleep mode may turn the cellular communication module off, but include a “wake-up cycle.” The light sleep mode may facilitate in preserving battery life while providing certain functionality to the cellular communication module. The “wake-up cycle” may allow the cellular communication module to establish an active data session. The cellular communication module may enter back into an inactive mode or power off state upon completion of the wake-up cycle. Additionally, the wake-up cycle may allow the cellular communication module to receive messages via the network to operate certain vehicle modules. In some embodiments, the wake-up cycle may allow the cellular communication module to establish a registered connection with the cellular network to send/receive SMS messages, similar to the connection in the low-power mode.
Although FIG. 3A utilizes a threshold time of 7 days to remain in the light sleep mode, any time period may suffice. The light sleep mode may be active for any period of time until a trigger wakes up the cellular communication module, or the threshold period expires. During the light sleep mode, the cellular communication module may maintain power to the real time clock (RTC) and a CAN wakeup circuit until the wake cycle begins. Thus, messages sent via a user's mobile phone, a computer, or a server may still be retrieved by the cellar communication module once a wake cycle has started. The wake cycle may occur at any period of time, such as every 40 mins, 60 mins, or even 60 days. Upon retrieving these messages, the cellular communication module may “wake-up” to activate/deactivate another vehicle module.
Upon a threshold period time expiring in which the light sleep mode is active, the cellular modem may enter into a medium sleep mode 310? for a certain threshold period of time. The medium sleep mode may maintain power to the real time clock (RTC) and a CAN wakeup circuit to facilitate a “wake-up cycle,” although the period of time for initiating the wake-up cycle may be longer during medium-sleep versus light-sleep. For example, the wake-up cycle in medium sleep mode may occur every six hours versus every hour in the light sleep mode. The cellular radio parts and cellular micro may be off while in the light sleep mode. FIG. 3A utilizes a threshold time of 7 days to remain in the medium sleep mode, although any time period may suffice. The medium sleep mode may be active for any period of time until a trigger wakes up the cellular communication module, or the threshold period expires. During the medium sleep mode, the cellular communication module may not maintain any power until the wake-up cycle begins. Thus, messages sent via a user's mobile phone, a computer, or a server may still be retrieved by the cellar communication module once a wake cycle has started. Upon retrieving these messages, the cellular communication module may return to full power or low power mode to activate/deactivate another vehicle module.
Upon a threshold period time expiring in which the medium sleep mode is active, the cellular modem may enter into a deep sleep mode 311 for a certain threshold period of time. The deep sleep mode may keep the cellular communication module off. Additionally, the deep sleep mode may not include a “wake-up cycle.” In alternate embodiments, if the deep sleep cycle maintains a period of time for initiating the wake-up cycle, it may be longer during the deep-sleep mode versus medium-sleep mode. For example, the wake-up cycle in deep sleep mode may occur every six days versus every six hours in the medium sleep mode. Once the cellular communication module has entered into the deep sleep mode, it will stay in deep sleep mode until a trigger activates the cellular communication module to wake-up. For example, a user may unlock the door or start the vehicle. Other triggers may include a CAN wake up signal, the key or ignition turning on, unlocking the door, or receiving a signal from a user's mobile device.
FIG. 3B illustrates an example of the different stages of a cellular communication module based on the power-on and power-off cycles of a plug-in hybrid electric vehicle (PHEV). In FIG. 3B, the system does not include a light sleep or medium sleep mode for the plug in mode. Thus, the PHEV may enter into deep sleep mode upon exiting the low power mode which maintains a registered cellular connection. Additionally, the low power mode may be registered for less time than in the battery electric vehicle. However, any time period may suffice for alternative embodiments. Thus different strategies may provide flexibility for vehicles based on the need for conserving the key off battery power. Therefore, entering into deep sleep mode quicker may be beneficial to a customer.
FIG. 4 illustrates an example of a flow chart for entering and exiting different sleep stages of a cellular communication module. Upon the vehicle being on and providing full power 401 to the cellular communication module, the vehicle computer system or controller area network (CAN) bus may determine if the ignition is off 403. If the ignition is not off, the vehicle will stay in full power mode. However, upon turning off the vehicle, the cellular communication module will receive a message and enter into extended mode 405. As described above, extended mode may be for any periodic time for the cellular communication module to keep a connection and active data session.
If a trigger is activated 407 and the cellular communication module receives a message indicating activation of the trigger, the cellular communication module may exit from the extended power mode and enter into full power mode. The trigger may be those described in FIG. 3A and FIG. 3B. The cellular communication module may also analyze if the threshold time has elapsed 409. For example, if the cellular communication module is programmed to stay in extended power mode for 30 minutes, the module may enter the low power mode stage 411 after the 30 minutes elapsed.
Upon entering low power mode 411, the cellular communication module may not be in an active data session, but may be registered with the cellular network and retrieve SMS messages. If a trigger is activated 413 and the cellular communication module receives a message indicating activation of the trigger, the cellular communication module may exit from the low power mode and enter into full power mode. The cellular communication module may also analyze if the threshold time has elapsed 415. For example, if the cellular communication module is programmed to stay in extended power mode for 60 days, the module may enter the light sleep mode stage 417 after the 60 days elapsed.
Upon entering light sleep mode 417, the cellular communication module may be off for a period of time, but include different wake-up cycles. The wake-up cycles may allow the module to establish and maintain a data session or a registered session with the cellular network to receive SMS messages. If a trigger is activated 419 and the cellular communication module receives a message indicating activation of the trigger, the cellular communication module may exit from the light sleep mode and enter into full power mode. The cellular communication module may also analyze if the threshold time has elapsed 431. For example, if the cellular communication module is programmed to stay in light sleep mode for 14 days, the module may enter the medium sleep mode stage 423 after the 14 days elapsed.
Upon entering medium sleep mode 429, the cellular communication module may be off for a period of time, but include different wake-up cycles. The wake-up cycles may allow the module to establish and maintain a data session or a registered session with the cellular network to receive SMS messages. The medium-sleep cycle may periodically trigger the wake-up cycles less often than in the light sleep mode. If a trigger is activated 425 and the cellular communication module receives a message indicating activation of the trigger, the cellular communication module may exit from the medium sleep mode and enter into full power mode. The cellular communication module may also analyze if the threshold time has elapsed 427. For example, if the cellular communication module is programmed to stay in medium sleep mode for 14 days, the module may enter the deep sleep mode stage 429 after the 14 days elapsed.
Upon entering deep sleep mode 429, the cellular communication module may be off indefinitely. The power supplied to the cellular communication module may be minimal or none. In some embodiments, the cellular communication module may maintain enough power to utilize a real time clock (RTC) and to recognize the vehicle area network activity via a controller area network wakeup circuit. Thus the cellular communication module may preserve battery life of the vehicle by drawing zero to minimal current while in deep sleep mode. The deep sleep mode may be exited after a trigger activates the cellular communication module, such as the door opening or a door unlock signal from the key fob. In some alternate embodiments, the cellular communication module may also enter into full power mode for a period of time or to accomplish its task and then return to the mode that was exited without resetting the threshold timer.
FIG. 5 illustrates an example of different stages utilized for a vacation mode that may be programmed by a user. The vacation mode may allow the system to enter into deep sleep for a specified time period, without having the cellular communication module entering all of the stages that were described in FIG. 3A, 3B, and FIG. 4. Furthermore, the customer may be able to enter a start date to enter into deep sleep, and an end date to exit the deep sleep mode. Thus, no user interaction is required to exit out of deep sleep to trigger the cellular communication module out of deep sleep mode while in a vacation mode.
While the vehicle is still in full power 503, the customer may utilize an interface to set the vacation mode. The vacation mode interface may be made available on the user interface screen of the multimedia system or the instrument panel cluster. Additionally, vacation mode may be activated via a user's mobile device (e.g. cellular phone, tablet, etc.) or computer. Voice activation is also available in alternative embodiments.
While utilizing the vacation mode user interface, the customer will enter a start date and/or a return date 501 to enter vacation mode. Thus, the customer may realize that they are not going to use their vehicle for a certain period of time, therefore they could save the most energy in their battery by utilizing vacation mode. Full power 503 to the cellular communication module may be maintained until the key or ignition is off 505. Upon turning the ignition off, the vehicle will enter into deep sleep 507 mode if they set a return date. If the customer enters a start date and return date for entering vacation mode, the cellular communication module will enter into deep sleep mode when the start date has begun.
In other embodiments, the user may be able to simply start vacation mode by turning “ON” vacation mode or any other toggle soft button or hard switch. Thus, vacation mode may be entered into for an indefinite amount of time until a signal wakes up the cellular communication module. In yet another embodiment, the system may enter vacation mode by a customer entering a time period to enter into vacation mode. For example, the customer my want to enter into vacation mode for 1 day, 2 weeks, 4 months, 2 years, etc. Thus alternative embodiments are available in which the customer does not have to enter a return date. Additionally, in some embodiments, the vacation mode may be exited early by a configurable amount of time to allow for the potential of an early return of the customer. For instance, perhaps the user's flight arrived early and the user wishes to contact their vehicle earlier than the time originally entered as the return date and time. This strategy allows a customer to contact the vehicle within a buffered time of the return date as a relatively small courtesy period for such occurrences.
In yet another alternative embodiment, the user may be able to enter specific dates in which the system may enter into vacation mode. Thus, a user interface may utilize a calendar to enter random dates, or reoccurring dates (e.g. every Monday, every weekday, every other Tuesday, etc.). The calendar may allow the user to enter vacation mode dates at sporadic times, rather than specific intervals.
From there, the real time clock (RTC) may save the date 509. Thus, the RTC will keep track of the period of time in which the RTC may be utilized. In certain embodiments, the RTC may determine when the start date for vacation mode occurs. The RTC may be required to maintain some minimal power in order to save the date while the vehicle is in vacation mode. The vehicle will return to normal low power mode 511 upon the RTC tracking all relative dates or times.
The telematics control module (TCU) or cellular communication module may enter into a low power mode initially upon entering into vacation mode. Thus, the cellular communication module may enter into low-power mode for period of time just before the start date in order to allow a user to turn off vacation mode remotely. This strategy may allow for the customer to still communicate with the cellular communication module remotely and have the ability to turn off vacation mode if it was entered accidently.
FIG. 6 illustrates an example of a flow chart of utilizing the vacation mode feature. The customer may input a start date of the vacation and a return date 601 to enable the vacation mode feature. In an alternate embodiment, the user may be able to enter a return date, and upon entering the return date and triggering the key or ignition off, the vehicle may enter into vacation mode until the date elapses. The module may check or determine if the date entered is valid 603. If the date is not valid, an error message 605 maybe output to the user. The error message may be output via a vehicle display, user's mobile device, or utilizing audible output through speakers. Some instances in which the vacation mode date may involve an error message is a date in the past, a date too far in the future, or a date which is not available (e.g February 40th).
If the cellular communication module determines that the date is valid the vehicle may enter into vacation mode 407. Upon entering into vacation mode, the vehicle may enter into a deep sleep cycle to preserve the battery life of the vehicle. For error proofing, some embodiments may activate the cellular communication module into low power mode upon entering into vacation mode. Upon staying in low power mode for a threshold period of time, the cellular communication module will enter into deep mode. Thus, the vehicle does not need to enter into the periodic stages and may directly enter into a mode, which may preserve the most power. The cellular communication module may stay in vacation mode until the return date has elapsed or a trigger 609 has occurred. Some examples of the triggers may be the vehicle door being open, unlocked, the key fob sending signals to the vehicle, a cellular phone or server sending messages to the vehicle, etc. Upon the date elapsing and/or the trigger sending off the cellular communication module, the vehicle and cellular communication module may return into full power 611.
FIG. 7 is an illustrative flow chart of a cellular communication module utilizing an alert strategy. The cellular communication module, or telematics control unit (TCU), may be in communication with a body control module or similar electronic control unit responsible for monitoring and controlling the various electronic accessories within a vehicle's body or in communication via the vehicle bus. Additionally, the TCU may be in communication with other modules within the vehicle or off-board from the vehicle (e.g. computer, cell phone, server, etc.). Depending on the various aspects of the alert or command received from the vehicle module or the off-board module, the TCU may operate based on the type of alert being sent. The TCU may include logic or utilize software to determine the alert strategy of the message based upon the message received. Additionally, the alert strategy may be based upon a bit configuration within a message.
In some embodiments, the body control module (BCM) may control how messages, signals, or alerts are sent to the TCU. Thus, the BCM may also analyze the alert strategy of messages to the TCU. The illustrative flow charts described herein may be analyzed from the perspective of the TCU. In one example, the TCU may receive an alert from a vehicle module wishing to utilize or communicate with the TCU. The TCU may determine its sleep status 703. Although the exemplary embodiments may utilize the alert strategy for the light sleep, medium sleep, or deep sleep mode, other illustrative embodiments may utilize the sleep strategy for other stages of power modes (e.g. extended power mode, light sleep mode, etc.) If the TCU is not asleep, the TCU may allow the alert to be sent 705 since the TCU is already powered. However, if the TCU is asleep, the TCU may analyze the alert to determine an efficient alert strategy for the sleep cycle.
Upon determining that the TCU is asleep, the TCU may analyze the alert to determine if a connection to the telematics service provider (TSP) is required 707. Some examples of alerts requiring a TSP may include an alert from the tire pressure monitor system wishing to send a message or e-mail to the user via a cellular connection. If the alert does not require a connection to the telematics service provider, the BCM may not send the message 709. However, if the alert does require the telematics service provider, the BCM may further analyze the alert.
The TCU may analyze the alert to determine if the alert may be sent to the TCU during sleep mode 711, which may utilize a specific bit in the payload to indicate that the alert should be sent if the TCU is asleep or may be simply analyzed by the TCU. However, if the TCU is asleep and receives the request without the bit assigned to alert the TCU during sleep mode, the TCU may choose to simply ignore the message and not send the message 709. However, the TCU may send the alert if it determines that Sleep Send— bit is configured to be utilized during a sleep mode and an alert is being sent.
Next, the TCU may analyze the battery level 713 of the vehicle to determine if the alert should be sent. The TCU may determine the battery level from different message received from the vehicle module. Certain alerts may require more energy usage from the battery, thus the battery life may influence the alert strategy. Further, certain alerts may have different urgencies that influence the decision to send while battery is low or not. Moreover, different types of vehicles may need different requirements based on the battery's need. For example, a PHEV may utilize a different alert strategy than a BEV due to the different needs of the battery in each vehicle.
If the TCU determines that the battery level is low, the TCU may determine the mode strategy of the alert 719. For example, certain alerts may require the TCU to fully reset from sleep mode to fully powered to output the alert. Upon outputting the alert, the TCU may gradually enter into the different stages of power mode based upon the alert's specific strategy. In an alternate embodiment, the TCU may only partially reset based upon the alert. Thus, after the TCU awakes to output the alert, the TCU may skip certain stages of the power mode to enter back into the sleep mode. In an alternate embodiment, the TCU may retrieve the alert and ignore any reset, and simply output the alert at the next wake-up cycle of the TCU. Thus, upon determining the mode strategy of the alert, the TCU may determine whether to fully or partially reset the stage of the power mode, or simply ignore any type of reset and output at a wake-up cycle 717.
If the TCU determines that the battery level is normal, the TCU may also determine the mode strategy of the alert 715. Thus, a same alert may require a different reset strategy dependent on the battery level of the vehicle. After determining the mode strategy of the alert when the battery level is normal, the TCU may determine whether to fully or partially reset the stage of the power mode, or simply ignore any type of reset and output at a wake-up cycle 717.
FIG. 8 is an example table utilized for an alert strategy of the TCU while in sleep mode. The table analyzes the different functions required from the vehicle module to determine the alert strategy. Furthermore, the system analyzes the power of the battery in the vehicle to determine if the sleep cycle should return to the beginning or return to the stage it was in when the alert occurred. As required during sleep mode for the TCU, the example below requires that the SLEEP SEND— bit be activated in order for the TCU to receive the alert while in sleep mode.
In another example, a function that may alert the vehicle of cold ambient battery performance may not require additional critical interaction from the user and therefore only reset the sleep stage cycle during normal power mode. Because a cold ambient performance alert typically does not indicate an urgent scenario, the sleeping TCU may return immediately to deep sleep when the battery is in a normal state. Thus, when the battery mode is in normal state, the TCU will follow the normal return to sleep as if it had just been keyed off.
In another example, a function that may alert the vehicle of performance may only be sent to the sleeping TCU during normal power mode. Because a performance alert typically does not apply in an urgent scenario, the sleeping TCU may only be required to receive such a message when the battery is in a normal state. Thus, when the battery mode is in normal state, the alert will be received.
However, the TCU may skip some sleep stages and return to the sleep mode it left if the battery is in a low power state. For example a low tire pressure alert while in deep sleep can be expected to not require further interaction from the user since there is nothing the user can do remotely to remedy a low tire pressure state. Therefore the TCU may safely return immediately to deep sleep after such an alert without concern the user may wish to have the TCU available for more interaction. Different alerts may also operate differently. Some examples of alerts may include an alert that the charge system is faulty, a plug status change alert (i.e. changed from plugged to unplugged), a battery performance alert, an over the air firmware alert for a firmware update, a low battery (e.g. 12V battery) alert, low tire pressure alert, an alert regarding a change in the stage of the TCU's power mode, an alert to clear the low battery or tire pressure alert, etc. Additionally, any related to vehicle modules or off-board module in communication with the TCU may be utilized.
A firmware update may also be implemented to allow for the TCU to function differently to messages than a previous firmware version. The firmware update may apply over the air, utilizing a bench, within a dealership, a portable drive (e.g. USB thumb drive), etc. Upon a successful update, the alert strategy may change for certain messages, or maintain the same alert strategy. For example, if a vehicle manufacturer determines that a different strategy may be beneficial for a certain message or alert, the firmware update may change the alert strategy. Thus, a message that typically was delayed during a low battery situation may not be delayed after the firmware update. Any of the different alert strategies may be changed upon the firmware update, such as, but not limited to, the delaying of the message, the battery level factor of the vehicle for outputting the message, the SMS strategy related to the message, the power mode activated upon sending the message (i.e. reset or partial reset), etc.
In another example, a function that may query the TCU may be ignored by the TCU during sleep mode. Because a query typically does not apply in an urgent scenario, the sleeping TCU may simply ignore the alert. Thus, when the battery mode is in non-sleep state, the alert may be received or output by the TCU.
FIG. 9 is another example of an alert strategy for a TCU in sleep mode. In some embodiments, the body control module (BCM) may control how messages, signals, or alerts are sent to the TCU. Thus, the BCM may also analyze the alert strategy of messages to the TCU. The illustrative flow charts described herein may be analyzed from the perspective of the TCU. The TCU may determine if it is in a sleep mode 901 upon receiving an alert, message, or command. If the TCU is not in sleep mode, the TCU may determine if the alert is a low battery alert 903. The TCU may partially reset the current stage of the power mode if the alert is a low battery alert. For example, if the TCU is in deep sleep mode, the TCU may partially reset to operate in full power, and skip certain stages of the power modes to facilitate the TCU back into deep sleep mode. However, if the alert is not a low battery alert, the TCU may fully reset from sleep mode. Thus, the TCU will enter into full power mode and may enter all the different power mode stages to get back to a sleep mode. Additionally, it the TCU may be required to include a full data connection to operate with the server.
If the TCU is in sleep mode, the alert strategy may be tailored to the type of alert and based on other factors. The TCU may determine if the alert is received during a full CAN wake up or during the wake-up cycle, e.g. a periodic real time clock (RTC) wake up 905. If the alert is retrieved during a CAN wake up, the TCU may determine if the message is an alert 915 or the type of alert/message. If the message is not an alert meant for the TCU, the TCU may continue to operate it's normal behavior mode, such as the different sleep modes, low power modes, or the extended power mode. For example, the message is an alert that the door is open.
However, if the alert is meant or requires operation of the TCU, the TCU may determine if the SLEEP_SEND_CONFIG BIT is either set 917 as a one or zero. The SLEEP_SEND_CONFIG BIT may be used to determine if an alert or message is to be utilized while the TCU is in a sleep mode. If the bit is a zero, the TCU may simply continue in to operate in the normal stages of the different behavior modes and delay or ignore the output of the alert. However, if the SLEEP_SEND_CONFIG BIT bit is set to one, the TCM may continue the alert strategy to determine how the TCU can output the specific alert given the sleep mode strategy.
Next, the TCU may determine if the DRX_SEND_TYPE_CONFIG BIT is set with a one or zero 919. The DRX_SEND_TYPE_CONFIG_BIT may be used to delay the sending of an alert until the TCU has entered into full power mode or the next scheduled wake-up cycle, or it may require the TCU to send the alert immediately. Therefore, the DRX_SEND_TYPE_CONFIG_BIT may be used to determine whether the TCU should send an alert immediately or to delay the alert. Upon determining the bit is set at one, the TCU may wait until the TCU enters Full Power Mode 921 to send or receive the alert, rather than sending the alert at the current stage of the power mode. If the DRX_SEND_TYPE_CONFIG_BIT is set at zero, the TCU may determine if the battery level of the vehicle is low 923. Dependent on the battery level of the vehicle, the TCU may only receive or act upon certain alerts that are more critical than others. Additionally, different strategies may be used for different types of vehicles, such as whether they use gas power engines, PHEVs, or BEVs.
If the vehicle battery level is low, the TCU may analyze the message to determine if it's a battery low alert 937. If the message is a battery alert, TCU may determine if a short message service (SMS) message is pending 939. For example, a SMS may be sent from a user remote from the vehicle, wishing to communicate with the vehicle. The SMS may also contain a request to interact or operate a vehicle module. If an SMS is pending, the TCU may service the SMS and reset the TCU from its current power mode. However, if no SMS is pending, the TCU may determine that only a partial reset is required for the TCU's battery state.
If the vehicle battery level is low and the TCU may determines that the message is not a low battery alert, the BCM or TCU may analyze the alert or command to determine if the LOW_12V_DRX_CONFIG_BIT is set with a one or zero 941. The bit may be utilized to determine if a full reset is required given the low battery mode. If the LOW_12V_DRX_CONFIG_BIT is set with a one, the TCU may then determine if a SMS is pending 945. If an SMS is pending, the TCU may service the SMS and fully reset the TCU from its current power mode (e.g. deep sleep mode) after acting on the alert. However, if no SMS is pending, the TCU may act on the alert and determine fully reset the TCU from its current power mode may be required.
In the alternate scenario when the LOW_12V_DRX_CONFIG_BIT is set with a zero, the TCU may determine if a SMS is pending 943. If an SMS is not pending, the TCU may continue to operate in its current stage and power mode without any reset or interaction of the alert. However, if a SMS is pending, the TCU may service the SMS and then fully reset the power mode of the TCU>
If TCU determines that the vehicle battery level is not low 923, it may then determine if the alert or command is a tire pressure alert 925. If the command is a tire pressure alert, the TCU may determine if a SMS is pending 927. If an SMS is pending, the TCU may service the SMS and reset the TCU's current power mode. For example, if the TCU is in deep sleep mode and receives the alert while with an SMS is pending, the TCU may power up completely and reset back to full power mode and continuously enter the different power stages. However, if no SMS is pending, the TCU should simply partially reset the power mode to allow the alert to be broadcasted. For example, upon the TCU receiving the alert, the partial reset may only require the TCU to exit the sleep mode after receiving the alert, and may return to sleep mode through skipping various stages after the alert is output.
In another scenario, if the TCU determines that the alert or command is not a tire pressure alert 925, the TCU may determine the bit configuration of the NORMAL_12V_DRX_CONFIG_BIT 929. If the NORMAL_12V_DRX_CONFIG_BIT is set with a one, it may request a full reset. However, if the bit is set with a zero, it may simply continue to operate. If the NORMAL_12V_DRX_CONFIG_BIT is set with a one, the TCU may then determine if an SMS is pending 935. If an SMS is pending, the TCU may be required to service the SMS and operate a full reset of the current stage of the power mode. However, if no SMS is pending, the TCU may fully reset the stage of the power mode and continue through all of the stages of the sleep cycle to enter back into a sleep mode.
In an alternate scenario, if the TCU determines that the alert or command includes a NORMAL_12V_DRX_CONFIG_BIT that is set with a zero, the TCU may continue operation after receiving or broadcasting the alert or command. Thus, if the NORMAL_12V_DRX_CONFIG_BIT is set with a zero, the TCU then determine if an SMS is pending 931. If an SMS is pending, the TCU may be required to service the SMS and operate a full reset of the current stage of the power mode of the TCU. However, if no SMS is pending, it may simply continue the normal routine operation of the TCU's different stages of the power modes as normally configured.
Returning to the determination of whether TCU retrieves the alert or message from a CAN wake up or from a wake-up cycle 905, the TCU may determine that the alert or command is retrieved during a periodic RTC wake up. If the alert is retrieved during a period RTC wake-up, the system may then evaluate the type of alert or messages being sent 907. The different alerts will require different strategies for the TCU to operate in, depending on numerous factors, as explained previously.
In the scenario where the alert/message includes an SMS pending, the TCU will service the SMS 909. Thus, the TCU may retrieve the SMS and act upon the request, if needed, on the vehicle side of the SMS. Upon servicing the SMS, the TCU will then again determine if the SMS requires a battery or tire pressure alert that is active 913. For example, the battery or tire pressure alert may have been sent to the TCU upon servicing the SMS. If those alerts are not received, the system may require a full reset of the TCU from its current stage of the power mode. However, if those alerts are received, the TCU may require a full power stage mode rest upon sending the alert.
The TCU may also determine that the alert is a low battery alert, a tire pressure alert, or similar alert, during the wake-up cycle alert evaluation 907. In the scenario where the alert/message is not pending, the system may then continue on the flow chart path to determine the bit assigned to the SLEEP_SEND_CONFIG_BIT 917. Thus, the alert/commands (e.g. low battery, tire pressure alert) will be analyzed as described above when the periodic RTC wake up does not include an SMS pending. However, if the alert is retrieved and an SMS is pending, it will service the SMS at 909 and then send the alert with a full reset.
However, if the TCU determines that no alerts or SMS are pending during the wake-up cycle alert evaluation 907, the TCU may continue to operate in the current stage of its power mode (i.e. sleep mode) and continue its normal periodic stages and wake-up cycles, as described above.
The processes, methods, or algorithms disclosed herein can be deliverable to/implemented by a processing device, controller, or computer, which can include any existing programmable electronic control unit or dedicated electronic control unit. Similarly, the processes, methods, or algorithms can be stored as data and instructions executable by a controller or computer in many forms including, but not limited to, information permanently stored on non-writable storage media such as ROM devices and information alterably stored on writeable storage media such as floppy disks, magnetic tapes, CDs, RAM devices, and other magnetic and optical media. The processes, methods, or algorithms can also be implemented in a software executable object. Alternatively, the processes, methods, or algorithms can be embodied in whole or in part using suitable hardware components, such as Application Specific Integrated Circuits (ASICs), Field-Programmable Gate Arrays (FPGAs), state machines, controllers or other hardware components or devices, or a combination of hardware, software and firmware components.
While exemplary embodiments are described above, it is not intended that these embodiments describe all possible forms encompassed by the claims. The words used in the specification are words of description rather than limitation, and it is understood that various changes can be made without departing from the spirit and scope of the disclosure. As previously described, the features of various embodiments can be combined to form further embodiments of the invention that may not be explicitly described or illustrated. While various embodiments could have been described as providing advantages or being preferred over other embodiments or prior art implementations with respect to one or more desired characteristics, those of ordinary skill in the art recognize that one or more features or characteristics can be compromised to achieve desired overall system attributes, which depend on the specific application and implementation. These attributes can include, but are not limited to cost, strength, durability, life cycle cost, marketability, appearance, packaging, size, serviceability, weight, manufacturability, ease of assembly, etc. As such, embodiments described as less desirable than other embodiments or prior art implementations with respect to one or more characteristics are not outside the scope of the disclosure and can be desirable for particular applications.

## Claims

1. A body control module (BCM) in a vehicle, comprising:
a transceiver for receiving an alert from a remotely located device during a sleep mode of a telematics control unit (TCU) of the vehicle, the transceiver in communication with the TCU and the remotely located device utilizing a vehicle bus, the alert requesting, via the transceiver, the TCU to output information to a telecommunications network;
a processor configured to:
send a request to the TCU to delay output of the information to the telecommunications network in response to the alert; and
after outputting the information, send a request to the TCU to activate a power mode of the TCU corresponding to the alert.

2. The body control module of claim 1, wherein the processor is configured to update a firmware version of the BCM.

3. The telematics control unit of claim 2, wherein the update to the firmware version of the BCM updates an alert strategy of the BCM and the TCU.

4. The telematics control unit of claim 2, wherein the update to the firmware version of the BCM is performed via a wireless connection.

5. The telematics control unit of claim 2, wherein the alert notifies a user of a plug status of a vehicle battery.

6. A control unit, comprising:
a vehicle transceiver receiving from a vehicle controller an alert including a short-message service (SMS) and content related to vehicle functionality;
a processor configured to, in response to the content and a charge-level of a vehicle battery:
(1) output of the alert and the SMS to a telecommunications network utilizing a wireless transceiver;
(2) activate a power mode of the control unit corresponding to the alert after outputting the alert and the SMS.

7. The control unit of claim 6, wherein the vehicle controller includes a body control module.

8. The control unit of claim 6, wherein the processor is further configured to output the alert during a wake-up cycle of the control unit.

9. The control unit of claim 6, wherein the processor is further configured to update a firmware version of the control unit.

10. The control unit of claim 9, wherein the update to the firmware version of the control unit updates an alert strategy of the control unit.

11. The control unit of claim 9, wherein the update to the firmware version of the control unit is performed via a wireless connection.

12. The control unit of claim 6, wherein the alert is a performance alert of a charging system of the battery.