Patent Publication Number: US-2023150522-A1

Title: Eliminatinon of safety enable hardware through use of can transceiver wakeup functions

Description:
INTRODUCTION 
     The technical field generally relates to vehicles and, more specifically, to methods and systems for providing safety hardware control using vehicle hardware. 
     Vehicles today include various systems that may require oversight by one or more other systems or devices, for example to help ensure safety. However, existing systems or devices may not always be optimal. 
     Accordingly, it is desirable to provide improved methods and systems for providing oversight of vehicle systems, for example to help ensure safety. Furthermore, other desirable features and characteristics of the present disclosure will become apparent from the subsequent detailed description and the appended claims, taken in conjunction with the accompanying drawings and the foregoing technical field and background. 
     SUMMARY 
     In an exemplary embodiment, a method is provided that includes: determining, via a first processor, whether a potential safety concern is present pertaining to control for one or more vehicle systems of a vehicle; providing, via the first processor, communications along a communication bus of the vehicle, the communications including an indication of the potential safety concern; recognizing, via a communication bus transceiver, the indication of the potential safety concern; and inhibiting the control for the one or more vehicle systems when the indication of the potential safety concern is recognized by the communication bus transceiver. 
     Also in an exemplary embodiment, the communication bus includes a vehicle CAN communication bus; and the communication bus transceiver includes a CAN transceiver that is coupled to the vehicle CAN communication bus. 
     Also in an exemplary embodiment, the step of recognizing the indication includes recognizing the indication of the potential safety concern via pattern recognition with respect to messages received by the communication bus transceiver from the first processor along the communication bus. 
     Also in an exemplary embodiment, the step of providing the communications includes providing, via the first processor, a separate message indicating the potential safety concern along the communication bus; and the step of recognizing the indication includes recognizing, via the communication bus transceiver, the separate message. 
     Also in an exemplary embodiment, the step of providing the communications includes providing, via the first processor, a modified control message indicating the potential safety concern along the communication bus; and the step of recognizing the indication includes recognizing, via the communication bus transceiver, the modified control message. 
     Also in an exemplary embodiment, the step of providing the communications includes providing, via the first processor to a second processor of the vehicle, communications along the communication bus of the vehicle, the communications including instructions for control along with the indication of the potential safety concern; and the step of inhibiting the control for the one or more vehicle systems includes inhibiting implementation of the instructions for control when the indication of the potential safety concern is recognized by the communication bus transceiver. 
     Also in an exemplary embodiment, the step of providing the communications includes providing, via the first processor to a second processor of the vehicle, communications along the communication bus of the vehicle, the communications including instructions for control along with the indication of the potential safety concern; and the step of inhibiting the control for the one or more vehicle systems includes inhibiting implementation of the instructions for control when the indication of the potential safety concern is recognized by the communication bus transceiver. 
     In another exemplary embodiment, a system is provided that includes a first processor and a communication bus transceiver. The first processor is configured to at least facilitate: determining whether a potential safety concern is present pertaining to control for one or more vehicle systems of a vehicle; and providing communications along a communication bus of the vehicle, the communications including an indication of the potential safety concern; and. The communication bus transceiver is coupled to the first processor and configured to at least facilitate: recognizing the indication of the potential safety concern; and inhibiting the control for the one or more vehicle systems when the indication of the potential safety concern is recognized by the communication bus transceiver. 
     Also in an exemplary embodiment, the communication bus transceiver is configured to at least facilitate recognizing the indication of the potential safety concern via pattern recognition with respect to messages received by the communication bus transceiver from the first processor along the communication bus. 
     Also in an exemplary embodiment, the first processor is configured to at least facilitate providing a separate message indicating the potential safety concern along the communication bus; and the communication bus transceiver is configured to at least facilitate recognizing the indication by recognizing the separate message. 
     Also in an exemplary embodiment, the first processor is configured to at least facilitate providing a modified control message indicating the potential safety concern along the communication bus; and the communication bus transceiver is configured to at least facilitate recognizing the indication by recognizing the modified control message. 
     Also in an exemplary embodiment, the first processor is configured to at least facilitate providing, to a second processor of the vehicle, communications along the communication bus of the vehicle, the communications including instructions for control along with the indication of the potential safety concern; and the communication bus transceiver is configured to at least facilitate inhibiting the control for the one or more vehicle systems by inhibiting implementation of the instructions for control when the indication of the potential safety concern is recognized by the communication bus transceiver. 
     Also in an exemplary embodiment, the communication bus transceiver is configured to at least facilitate inhibiting the control for the one or more vehicle systems by inhibiting output from the second processor for implementation of the instructions for control when the indication of the potential safety concern is recognized by the communication bus transceiver. 
     In another exemplary embodiment, a vehicle is provided that includes one or more vehicle systems, a communication bus, a first processor, and a communication bus transceiver. The first processor is configured to at least facilitate: determining whether a potential safety concern is present pertaining to control for the one or more vehicle systems; and providing communications along the communication bus of the vehicle, the communications including an indication of the potential safety concern. The communication bus transceiver is coupled to the first processor and configured to at least facilitate: recognizing the indication of the potential safety concern; and inhibiting the control for the one or more vehicle systems when the indication of the potential safety concern is recognized by the communication bus transceiver. 
     Also in an exemplary embodiment, the communication bus includes a vehicle CAN communication bus; and the communication bus transceiver includes a CAN transceiver that is coupled to the vehicle CAN communication bus. 
     Also in an exemplary embodiment, the communication bus transceiver is configured to at least facilitate recognizing the indication of the potential safety concern via pattern recognition with respect to messages received by the communication bus transceiver from the first processor along the communication bus. 
     Also in an exemplary embodiment, the first processor is configured to at least facilitate providing a separate message indicating the potential safety concern along the communication bus; and the communication bus transceiver is configured to at least facilitate recognizing the indication by recognizing the separate message. 
     Also in an exemplary embodiment, the first processor is configured to at least facilitate providing a modified control message indicating the potential safety concern along the communication bus; and the communication bus transceiver is configured to at least facilitate recognizing the indication by recognizing the modified control message. 
     Also in an exemplary embodiment, the first processor is configured to at least facilitate providing, to a second processor of the vehicle, communications along the communication bus of the vehicle, the communications including instructions for control along with the indication of the potential safety concern; and the communication bus transceiver is configured to at least facilitate inhibiting the control for the one or more vehicle systems by inhibiting implementation of the instructions for control when the indication of the potential safety concern is recognized by the communication bus transceiver. 
     Also in an exemplary embodiment, the communication bus transceiver is configured to at least facilitate inhibiting the control for the one or more vehicle systems by inhibiting output from the second processor for implementation of the instructions for control when the indication of the potential safety concern is recognized by the communication bus transceiver. 
    
    
     
       DESCRIPTION OF THE DRAWINGS 
       The present disclosure will hereinafter be described in conj unction with the following drawing figures, wherein like numerals denote like elements, and wherein: 
         FIG.  1    is a functional block diagram of a vehicle that includes a control system for providing oversight of one or more vehicle systems, in accordance with exemplary embodiments; 
         FIG.  2    is a functional block diagram of the control system of  FIG.  1   , in accordance with an exemplary embodiment; and 
         FIG.  3    is a flowchart of a process for providing oversight of one or more vehicle systems, and that can be implemented in connection with the vehicle of  FIG.  1    and the control system of  FIGS.  1  and  2   , in accordance with exemplary embodiments. 
     
    
    
     DETAILED DESCRIPTION 
     The following detailed description is merely exemplary in nature and is not intended to limit the disclosure or the application and uses thereof. Furthermore, there is no intention to be bound by any theory presented in the preceding background or the following detailed description. 
       FIG.  1    illustrates a vehicle  100 , according to an exemplary embodiment. As described in greater detail further below, the vehicle  100  includes a control system  102  that is configured for providing oversight of one or more vehicle systems in view of potential safety concerns, in accordance with exemplary embodiments. 
     In various embodiments, the vehicle  100  includes an automobile. The vehicle  100  may be any one of a number of different types of automobiles, such as, for example, a sedan, a wagon, a truck, or a sport utility vehicle (SUV), and may be two-wheel drive (2WD) (i.e., rear-wheel drive or front-wheel drive), four-wheel drive (4WD) or all-wheel drive (AWD), and/or various other types of vehicles in certain embodiments. In certain embodiments, the vehicle  100  may also comprise a motorcycle or other vehicle, such as aircraft, spacecraft, watercraft, and so on, and/or one or more other types of mobile platforms (e.g., a robot and/or other mobile platform). 
     The vehicle  100  includes a body  104  that is arranged on a chassis  116 . The body  104  substantially encloses other components of the vehicle  100 . The body  104  and the chassis  116  may jointly form a frame. The vehicle  100  also includes a plurality of wheels  112 . The wheels  112  are each rotationally coupled to the chassis  116  near a respective corner of the body  104  to facilitate movement of the vehicle  100 . In one embodiment, the vehicle  100  includes four wheels  112 , although this may vary in other embodiments (for example for trucks and certain other vehicles). 
     A drive system  110  is mounted on the chassis  116 , and drives the wheels  112 , for example via axles  114 . In certain embodiments, the drive system  110  comprises a propulsion system having a motor  111 . In certain exemplary embodiments, the motor  111  comprised an internal combustion engine, an electric motor/generator, and/or a hybrid motor, and the drive system  110  further includes a coupled with a transmission thereof. In certain embodiments, the drive system  110  may vary, and/or two or more drive systems  110  may be used. By way of example, the vehicle  100  may also incorporate any one of, or combination of, a number of different types of propulsion systems, such as, for example, a gasoline or diesel fueled combustion engine, a “flex fuel vehicle” (FFV) engine (i.e., using a mixture of gasoline and alcohol), a gaseous compound (e.g., hydrogen and/or natural gas) fueled engine, a combustion/electric motor hybrid engine, and an electric motor and a hybrid electric motor. 
     As depicted in  FIG.  1   , the vehicle also includes a braking system  106  and a steering system  108  in various embodiments. In exemplary embodiments, the braking system  106  controls braking of the vehicle  100  using braking components that are controlled via inputs provided by a driver (e.g., via a braking pedal in certain embodiments) and/or automatically via the control system  102  and/or via one or more other control systems of the vehicle  100 . Also in exemplary embodiments, the steering system  108  controls steering of the vehicle  100  via steering components (e.g., a steering column coupled to the axles  114  and/or the wheels  112 ) that are controlled via inputs provided by a driver (e.g., via a steering wheel in certain embodiments) and/or automatically via the control system  102  and/or via one or more other control systems of the vehicle  100 . 
     Also in various embodiments, the vehicle  100  also includes a number of other systems  109 . In various embodiments, the other systems  109  may include a fuel pump system, a battery charging system, a fuel injector system, a vehicle light system (e.g., for illuminating a roadway on which the vehicle  100  is travelling), and/or any number of other different types of systems. 
     In various embodiments, the control system  102  controls operation of vehicle systems (including, without limitation, the vehicle systems  106 ,  108 ,  109 , and  110  described above), including providing oversight thereof (including modifying and/or disabling the system when appropriate for safety concerns, and so on). 
     As depicted in  FIG.  1   , in various embodiments, the control system  102  includes a sensor array  130 , a first controller  120 , a second controller  122 , a communication bus (e.g., a vehicle CAN bus)  124 , one or more transceivers  126 , one or more actuators  128 , and a sensor array  130 . 
     In various embodiments, the sensor array  130  includes various sensors that measure and/or obtain sensor data as to operation of the vehicle  100  and the systems thereof, including without limitation potential problems and/or safety concerns. In certain embodiments, the sensor array  130  includes one or more wheel speed sensors, vehicle speed sensors, engine speed sensors, accelerometers, temperature sensors, and/or other sensors pertaining to operation of the vehicle  100  and the systems thereof, including without limitation potential problems and/or safety concerns. 
     In various embodiments, the first controller  120  receives the sensor data from the sensor array  130 , and makes determinations based on the sensor data as to potential problems or safety concerns for the vehicle  100 . In certain embodiments, the first controller  120  receives the sensor data via the communication bus  124 . In certain embodiments, one or more sensors of the sensor array  130  may be part of and/or otherwise coupled to the first controller  120 . 
     Also in various embodiments, the first controller  120  provides instructions to second controller  122  via the communication bus  124  for controlling various vehicle systems (such as the vehicle systems  106 ,  108 , 109 , and/or  110  described above), including in certain embodiments via the one or more actuators  128  that are part of and/or coupled to the vehicle systems. Also in various embodiments, the first controller  120  provides oversight over the second controller  122 , the vehicle systems, and the actuators  128  (when applicable), including by controlling commands for controlling the vehicle systems (e.g., in certain embodiments, commands to the actuators  128  for controlling the vehicle systems) in appropriate situations in which a potential problem or safety concern is present. Also in certain embodiments, the first controller  120  provides instructions for disabling and/or other inhibiting control commands from the second controller  122  for controlling the vehicle systems (e.g., in certain embodiments, by inhibiting control commands to the actuators  128 ) under such circumstances in which a potential problem or safety concern is present, for example as set forth in greater detail further below in connection with the functional block diagram of the control system  102  of  FIG.  2    and the process  300  of  FIG.  3   . In certain embodiments, the first controller  120  also includes a transceiver (e.g., a CAN transceiver) similar to the transceiver  126  described further below in connection with the second controller  122 . 
     In addition, in various embodiments, the second controller  122  receives instructions from the first controller  120  via the communication bus  124  of  FIG.  1   , and provides commands for controlling the vehicle systems (e.g., in certain embodiments, commands for operation of the actuators  128 ) in accordance with the instructions. 
     The second controller  122  includes or is coupled to a transceiver  126 . In various embodiments, the transceiver  126  comprises a CAN transceiver that includes pattern recognition functionality in order to determine when the first processor  242  is providing instructions for disabling the control of the vehicle systems (e.g., in certain embodiments, by disabling the actuators  128 ), and to disable the output from the second processor  262  (e.g., in certain embodiments, disabling the output from the second processor  262  to the actuator  128 ) when the first processor  242  provides such instructions for disabling the output. In various embodiments, the second controller  122  and the transceiver  126  (along with the first controller  120 ) provide these functions in connection with the functional block diagram of the control system  102  of  FIG.  2    and the process  300  of  FIG.  3   . In various embodiments, the transceiver  126  comprises a physical media attachment device that is utilized in connection with the communication bus (e.g., CAN bus). 
       FIG.  2    is a functional block diagram of the control system  102  of  FIG.  1   , in accordance with an exemplary embodiment. As shown in  FIG.  2   , in various embodiments, the first controller  120  provides instructions to the second controller  122  via the communication bus  124  for control commands  272  that are provided from the second controller  122  for controlling the vehicle systems (and/or in certain embodiments, the control commands for the actuators  128 ) to control operation thereof. Also as shown in  FIG.  2   , in various embodiments, the transceiver  126  uses pattern recognition to determine when a problem or potential safety concern is present based on the messages provided by the first controller  120 . In addition, as shown in  FIG.  2   , the transceiver  126  blocks output of the second controller  122  via one or more transceiver actions  270  that thereby provide safety control over the vehicle systems (e.g., in certain embodiments, via the actuators  128 ). 
     Also as shown in  FIG.  2   , the first and second controllers  120 ,  122  each include respective first and second computer systems  240 ,  260 , as described in greater detail below in accordance with an exemplary embodiment. In various embodiments, the first and second computer systems  240 ,  260  may comprise the first and second controllers  120 ,  122 , respectively. 
     As shown in  FIG.  2   , in an exemplary embodiment, the first computer system  240  includes a processor  242 , a memory  244 , an interface  246 , a storage device  248 , and a computer bus  250 . 
     The processor  242  performs the computation and control functions of the first computer system  240 , and may comprise any type of processor or multiple processors, single integrated circuits such as a microprocessor, or any suitable number of integrated circuit devices and/or circuit boards working in cooperation to accomplish the functions of a processing unit. During operation, the processor  242  executes one or more programs  252  contained within the memory  244  and, as such, controls the general operation of the first computer system  240  and the computer system of the first computer system  240 , generally in executing the processes described herein, such as the process 30 described further below in connection with  FIG.  3   . 
     The memory  244  can be any type of suitable memory. For example, the memory  244  may include various types of dynamic random access memory (DRAM) such as SDRAM, the various types of static RAM (SRAM), and the various types of non-volatile memory (PROM, EPROM, and flash). In certain examples, the memory  244  is located on and/or co-located on the same computer chip as the processor  242 . In the depicted embodiment, the memory  244  stores the above-referenced program  252  along with one or more stored values  274  (e.g., including, in various embodiments, one or more threshold values for providing oversight and/or control over vehicle system actions). 
     The bus  250  serves to transmit programs, data, status and other information or signals between the various components of the computer system of the first computer system  240 . The interface  246  allows communication to the first computer system  240 , for example from a system driver and/or another computer system, and can be implemented using any suitable method and apparatus. In one embodiment, the interface  246  obtains the various data from the sensor array  130 , among other possible data sources. The interface  246  includes one or more network interfaces to communicate with other systems or components. In various embodiments, the interface  246  includes one or more network interfaces to communicate with technicians, and/or one or more storage interfaces to connect to storage apparatuses, such as the storage device  248 . 
     The storage device  248  can be any suitable type of storage apparatus, including various different types of direct access storage and/or other memory devices. In one exemplary embodiment, the storage device  248  comprises a program product from which memory  244  can receive a program  252  that executes one or more embodiments of one or more processes of the present disclosure, such as the steps of the process  300  discussed further below in connection with  FIG.  3   . In another exemplary embodiment, the program product may be directly stored in and/or otherwise accessed by the memory  244  and/or a disk (e.g., disk  256 ), such as that referenced below. 
     The bus  250  can be any suitable physical or logical means of connecting computer systems and components. This includes, but is not limited to, direct hard-wired connections, fiber optics, infrared and wireless bus technologies. During operation, the program  252  is stored in the memory  244  and executed by the processor  242 . 
     It will be appreciated that while this exemplary embodiment is described in the context of a fully functioning computer system, those skilled in the art will recognize that the mechanisms of the present disclosure are capable of being distributed as a program product with one or more types of non-transitory computer-readable signal bearing media used to store the program and the instructions thereof and carry out the distribution thereof, such as a non-transitory computer readable medium bearing the program and containing computer instructions stored therein for causing a computer processor (such as the processor  242 ) to perform and execute the program. Such a program product may take a variety of forms, and the present disclosure applies equally regardless of the particular type of computer-readable signal bearing media used to carry out the distribution. Examples of signal bearing media include: recordable media such as floppy disks, hard drives, memory cards and optical disks, and transmission media such as digital and analog communication links. It will be appreciated that cloud-based storage and/or other techniques may also be utilized in certain embodiments. It will similarly be appreciated that the first computer system  240  may also otherwise differ from the embodiment depicted in  FIG.  2   , for example by being coupled to or otherwise utilizing one or more remote computer systems and/or other control systems. 
     Also as depicted in  FIG.  2   , in various embodiments, the second computer system  260  includes a processor  262 , a memory  264  with programs  272  and stored values  274  stored therein, a bus  124 , an interface  266 , a storage device  268 , and/or a disk  276 , with similar structure and/or functions as respective components of the first computer system  240  as described above. 
     In addition, also as depicted in  FIG.  2   , in certain embodiments, the transceiver  126  (e.g., a CAN transceiver, as noted above) includes at least some processing capability, including for recognizing and/or determining when a potential problem or safety is concerned, based on pattern recognition of messages received by the transceiver  126  from the first controller  120  via the communication bus  124 . In certain embodiments, the transceiver  126  includes one or more components for such recognition and/or determination, such as one or more ASIC, controller, processor, analog, and/or digital components. 
       FIG.  3    is a flowchart of a process  300  for providing oversight of one or more vehicle systems, in accordance with exemplary embodiments. In various embodiments, the process  300  may be implemented in connection with the vehicle  100  of  FIG.  1    and the control system  102  of  FIGS.  1  and  2   , in accordance with exemplary embodiments. 
     As depicted in  FIG.  3   , in various embodiments, the process  300  begins at step  302 . In one embodiment, the process  300  begins when a vehicle drive or ignition cycle begins, for example when a driver approaches or enters the vehicle  100 , or when the driver turns on the vehicle and/or an ignition therefor (e.g. by turning a key, engaging a keyfob or start button, and so on). In one embodiment, the steps of the process  300  are performed continuously during operation of the vehicle. 
     Sensor data is obtained (step  304 ). In various embodiments, the sensor data is obtained via the sensor array  130  of  FIG.  1    with respect to the operation of the vehicle and the vehicle systems thereof, for example as described above in connection with  FIG.  1   . For example, in various embodiments, the sensor array incudes values of wheel speed, vehicle speed, vehicle acceleration, motor speed, temperature, and the like pertaining to the vehicle and the operation of vehicle systems. 
     In various embodiments, determinations are made as to the sensor data (step  306 ). In certain embodiments, the first processor  242  of  FIG.  1    makes determinations as to preferred operating conditions for the various vehicle systems  106 - 110  of  FIG.  1   , and desired instructions for the vehicle systems and/or the actuators  128  in relation thereto. Also in various embodiments, the first processor  242  also makes determinations pertaining to potential safety issues pertaining to the actuators  128 , the vehicle systems, and/or the vehicle  100  in general. For example, in certain embodiments, the processor  242  makes one or more determinations as to whether current and/or proposed operation of the vehicle systems (e.g., in certain embodiments, via the actuators  128  for the vehicle systems) pose any safety concerns for the vehicle  100  (e.g., based on whether the actuators  128  are operating correctly and/or in range, whether the vehicle systems are operating correctly and/or in range, whether the sensor values are within in acceptable range, whether the processor  262  of the second controller  122  is operating within an acceptable range, and so on). 
     A determination is made as to whether a potential safety concern is present (step  308 ). In various embodiments, this determination is part of or based on the determinations or assessments of step  306  via the first processor  242 . 
     If it is determined that there are no potential safety concerns present, then the process proceeds to step  310 . During step  310 , the first processor  242  generates standard messages for operation of the vehicle systems  106 - 110  and instructions for the vehicle systems and/or actuators  128  of  FIG.  2    for controlling such operations. For example, in certain embodiments, during step  310 , the first processor  242  generates standard safety messages for commands to be provided to the actuators  128  of  FIG.  2    for controlling one or more vehicle systems  106 - 110  of  FIG.  1    (such as, by way of example, a fuel pump system, a battery charging system, a fuel injector system, a vehicle light system, and so on), and/or in certain embodiments the commands may be provided directly to the vehicle systems  106 - 110  for control thereof. 
     Conversely, if it is instead determined that there are one or more potential safety issues (e.g., pertaining to operation of the actuators  128  and/or vehicle systems  106 - 110  presently at issue during this step), then the first processor  242  generates one or more modified messages pertaining to the potential safety concerns (step  312 ). For example, in certain embodiments, during step  312 , the first processor  242  generates a separate message reflecting the potential safety 12 or removes a message specifically used to identify that the system should continue operating and is healthy. In certain other embodiments, during step  312 , the first processor  242  modifies the original or standard message (e.g., of step  310 ) to represent the potential safety concern, for example by modifying the original or standard message (e.g., so as to include a unique message identification or different data bytes that the transceiver has been configured to recognize and indicate the receipt of). 
     Following steps  310  and/or  312 , communications are performed (step  314 ). In various embodiments, communications are performed from the first controller  120  to the second controller  122  of  FIGS.  1  and  2   . In various embodiments, the communications include any instructions for the vehicle systems and/or for the actuators  128  of  FIG.  2   , along with any potential safety concerns pertaining thereto. Also in various embodiments, the communications are performed along the communications bus  124  of  FIGS.  1  and  2    (e.g., a vehicle CAN bus). In various embodiments, the communications include or omit the messages of steps  310  and/or  312  that are transmitted via instructions provided by the first processor  242 , and that are received by the second controller  122  and transceiver  126  of  FIGS.  1  and  2   . 
     Pattern recognition is performed (step  316 ). In various embodiments, the transceiver  126  of  FIGS.  1  and  2    (e.g., a CAN transceiver that is part of and/or coupled to the second controller  122 ) performs pattern recognition of the communications (e.g., messages) from the first controller  120  from step  314 , and determines therefrom whether a potential safety concern is present pertaining to the actuators  128 , the vehicle systems  106 - 110 , and/or the vehicle  100 . In certain embodiments, the transceiver  126  determines whether the communicated messages include a separate message from the first controller  120  indicating a potential safety concern. In certain other embodiments, the transceiver  126  determines whether a message from the first controller  120  includes a modified message or format (such as a unique message identification or different data bytes that the transceiver has been configured to recognize and indicate the receipt of), indicating a potential safety concern. 
     In various embodiments, a determination is made as to whether the indication of a potential safety concern is recognized by the transceiver (step  318 ). In various embodiments, this determination is made by the transceiver  126  based on the pattern recognition of step  316 . 
     In various embodiments, if a potential safety concern is not indicated by messages transmitted from controller 1  120  and therefore not observed by transceiver  126  in step  318 , then actuator commands are provided as normal (step  320 ). In certain embodiments, during step  320 , the second processor  262  of  FIG.  2    provides commands for the actuators  128  to operate the vehicle systems  106 - 110  (and/or in certain embodiments the commands are provided directly to the vehicle systems) based on instructions provided from the first processor  242  as reflected in the communicated messages of steps  310  and  314  (e.g., as originally determined based on the sensor data of step  304 ). Also in various embodiments, the transceiver  126  does nothing to inhibit these commands, as no potential safety concerns have been detected. In various embodiments, these commands are then implemented (e.g., by the actuators  128  and/or by the vehicle systems themselves) (step  322 ) in operating the vehicle systems  106 - 110 , and the process then proceeds to step  328  (described further below). 
     Conversely, in various embodiments, if a potential safety concern is indicated by messages transmitted from controller 1  120  and observed by transceiver 126in step  318 , then commands are instead inhibited or blocked (step  324 ). Specifically, in various embodiments, the transceiver  126  inhibits or blocks the output of the second controller  122  (i.e., of the second processor  262  thereof), so that instructions are not provided to the actuators  128  and/or the vehicle systems. Accordingly, in various embodiments, the actuators are stopped and/or the vehicle systems are stopped (step  326 ), in view of the potential safety problem (e.g., resulting in stopping of operation of the vehicle systems  106 - 110 ). For example, in certain embodiments fuel injectors, lights, or other components may be turned off completely, or may be fixed to an existing state (e.g., on or off), during steps  324  and  326 . 
     During step  328 , a determination is made as to whether the process  300  is complete. For example, in certain embodiments, the process  300  is determined to be complete when the vehicle  100  is turned off, and/or if a functionality or system using the process  300  is turned off, and so on. 
     In various embodiments, if the process  300  is not yet complete, then the process  300  returns to step  304  in a new iteration. In various embodiments, new and updated sensor information is utilized in a new iteration of the process  300 , beginning with step  304 , and the process  300  continues. 
     Conversely, in various embodiments, if it is determined that the process  300  is complete, then the process  300  terminates at step  330 . 
     Accordingly, methods, systems, and vehicles are provided for providing oversight of vehicle systems and control for potential safety concerns. In various embodiments, a communication bus (e.g., CAN bus) transceiver utilizes pattern recognition from messages obtained from a first controller along the communication bus in recognizing a potential safety concern, and stops actuator and/or vehicle system operation (and/or changes thereof) by blocking the output of a second controller when a potential safety concern is recognized. 
     In various embodiments, the methods, systems, and vehicles provide independence for vehicle components and systems, such as those required by safety standards such as ISO 26262. 
     It will be appreciated that the systems, vehicles, and methods may vary from those depicted in the Figures and described herein. For example, the vehicle  100  of  FIG.  1   , the control system  102  of  FIGS.  1  and  2   , and/or the components thereof may vary in different embodiments. It will similarly be appreciated that the steps of the process  300  may differ from that depicted in  FIG.  3   , and/or that various steps of the process  300  may occur concurrently and/or in a different order than that depicted in  FIG.  3   . 
     While at least one exemplary embodiment has been presented in the foregoing detailed description, it should be appreciated that a vast number of variations exist. It should also be appreciated that the exemplary embodiment or exemplary embodiments are only examples, and are not intended to limit the scope, applicability, or configuration of the disclosure in any way. Rather, the foregoing detailed description will provide those skilled in the art with a convenient road map for implementing the exemplary embodiment or exemplary embodiments. It should be understood that various changes can be made in the function and arrangement of elements without departing from the scope of the disclosure as set forth in the appended claims and the legal equivalents thereof.