Patent Publication Number: US-2023160995-A1

Title: Detection Device

Description:
CROSS-REFERENCE TO RELATED APPLICATION 
     This application is a continuation of U.S. patent application Ser. No. 16/452,594, filed Jun. 26, 2019, the disclosure of which is hereby incorporated by reference in its entirety herein. 
    
    
     TECHNICAL FIELD OF INVENTION 
     This disclosure generally relates to a detection device that determines a position of a communication device relative to a vehicle. 
    
    
     
       BRIEF DESCRIPTION OF DRAWINGS 
       The present invention will now be described, by way of example with reference to the accompanying drawings, in which: 
         FIG.  1    is an illustration of a detection device in accordance with one embodiment; 
         FIG.  2    is an illustration of a localization protocol broadcast by a vehicle of  FIG.  1    in accordance with one embodiment; 
         FIG.  3    is an illustration of a detection device in accordance with another embodiment; 
         FIG.  4    is an illustration of a detection device in accordance with yet another embodiment; 
         FIG.  5    is an illustration of a detection device in accordance with yet another embodiment; 
         FIG.  6    is an illustration of the detection device of  FIG.  1    installed in a vehicle in accordance with one embodiment; 
         FIG.  7 A  is an illustration of a broadcast sequence from the vehicle of  FIG.  6    in accordance with one embodiment; 
         FIG.  7 B  is an illustration of another broadcast sequence from the vehicle of  FIG.  6    in accordance with one embodiment; 
         FIG.  8 A  is an illustration of a driver zone within the interior of the vehicle of  FIG.  6    in accordance with one embodiment; 
         FIG.  8 B  is a plot of received signal strength indicator values from the vehicle in  FIG.  8 A  in accordance with one embodiment; 
         FIG.  9 A  is another illustration of a driver zone within the interior of the vehicle in accordance with one embodiment; 
         FIG.  9 B  is a plot of the received signal strength indicator values from the vehicle in  FIG.  9 A  in accordance with one embodiment; 
         FIG.  10 A  is an illustration of another driver zone within the interior of the vehicle of  FIG.  6    in accordance with one embodiment; 
         FIG.  10 B  is a plot of received signal strength indicator values from the vehicle in  FIG.  10 A  in accordance with one embodiment; 
         FIG.  11 A  is an illustration of the detection device of  FIG.  1    with key fob functions integrated into a back side of a mobile phone in accordance with one embodiment; 
         FIG.  11 B  is an illustration of the detection device of  FIG.  1    with key fob functions integrated into an accessory of the mobile phone in accordance with one embodiment; 
         FIG.  11 C  is an illustration of a graphical user interface of the detection device of  FIG.  1    with key fob functions integrated into a mobile phone display in accordance with one embodiment; 
         FIG.  11 D  is an illustration of another graphical user interface of the detection device of  FIG.  1    with key fob functions integrated into a mobile phone display in accordance with one embodiment; and 
         FIG.  12    is a flow chart illustrating a detection method in accordance with another embodiment. 
     
    
    
     DETAILED DESCRIPTION 
     Reference will now be made in detail to embodiments, examples of which are illustrated in the accompanying drawings. In the following detailed description, numerous specific details are set forth in order to provide a thorough understanding of the various described embodiments. However, it will be apparent to one of ordinary skill in the art that the various described embodiments may be practiced without these specific details. In other instances, well-known methods, procedures, components, circuits, and networks have not been described in detail so as not to unnecessarily obscure aspects of the embodiments. 
       FIG.  1    illustrates an example of a detection device  10 . As will be described in more detail below, the detection device  10  may provide various improvements over other detection systems. For example, the detection device  10  may reduce occurrences of distracted driving from a communication device  12  accessible to an operator of a vehicle  14  by disabling the communication device  12  when likely used by the operator, and may be used in multiple vehicles. As used herein, the communication device  12  may be a smartphone, a computer, a tablet, a laptop, a wearable device (e.g., a smartwatch, etc.) or any other portable device that allows a communication with at least one other device and/or other system. 
     The detection device  10  includes at least one detection module  16  communicatively coupled with the communication device  12 . The detection module  16  includes at least one controller circuit  18  (see  FIGS.  3 - 5   ) communicatively coupled with a first antenna  20 . The controller circuit  18  may include a processor (not shown) such as a microprocessor or other control circuitry such as analog and/or digital control circuitry. The control circuitry may include one or more application-specific integrated circuits (ASICs) or field programmable gate arrays (FPGAs) that are persistently programmed to perform the techniques, or may include one or more general purpose hardware processors programmed to perform the techniques pursuant to program instructions in firmware, memory, other storage, or a combination. The controller circuit  18  may also combine custom hard-wired logic, ASICs, or FPGAs with custom programming to accomplish the techniques. The controller circuit  18  may include a memory or storage media (not shown), including non-volatile memory, such as electrically erasable programmable read-only memory (EEPROM) for storing one or more routines, thresholds, and captured data. The EEPROM stores data and allows individual bytes to be erased and reprogrammed by applying special programming signals. The controller circuit  18  may include other examples of non-volatile memory, such as flash memory, read-only memory (ROM), programmable read-only memory (PROM), and erasable programmable read-only memory (EPROM). The controller circuit  18  may include volatile memory, such as dynamic random-access memory (DRAM), static random-access memory (SRAM). The one or more routines may be executed by the processor to perform steps for determining a position  21  of the communication device  12  within the first vehicle  14  based on signals received by the controller circuit  18  from the detection module  16  as described herein. In an example, the detection module  16  includes the controller circuit  18  (i.e., the controller circuit  18  is integral to the detection module  16  electrical packaging). In another example, the detection module  16  and the controller circuit  18  are separate devices. The detection module  16  and the controller circuit  18  may also be included in the communication device  12 , as will be described in more detail below. 
     The first antenna  20  is configured to receive first electromagnetic signals  22  (i.e., radio frequency signals) from a first plurality of antennae  24  located within an interior of a first vehicle  14 , and is further configured to receive second electromagnetic signals  23  from a second plurality of antennae  25  located within an interior of a second vehicle  15 . That is, when the detection device  10  is located within the interior of the first vehicle  14 , the first antenna  20  receives the first electromagnetic signals  22 . When the detection device  10  is located within the interior of the second vehicle  15 , the first antenna  20  receives the second electromagnetic signals  23 . The first antenna  20  is a three dimensional antenna to more accurately detect the first and second electromagnetic signals  22 ,  23  regardless of the orientation of the detection module  16 . That is, the three dimensional antenna enables the detection module  16  to calculate a geometric average of the strength of the first and second electromagnetic signals  22 ,  23  so that the strength is not affected by the orientation of the detection module  16 . 
     The detection module  16  is configured to receive the first and second electromagnetic signals  22 ,  23  broadcast from the first and second plurality of antennae  24 ,  25  and to communicate a signal strength to the communication device  12  through a transmission link having standard wireless and/or wired interfaces, such as BLUETOOTH®, Wi-Fi, NFC, universal serial bus (USB), Apple Lightning, universal asynchronous receiver/transmitter (UART), etc. Any detection module  16  suitable to receive the first and second electromagnetic signals  22 ,  23  and communicate with the communication device  12  may be used. One such detection module  16  is the ATA5700/ATA5702 from Atmel Corporation of San Jose, Calif., USA. 
     The controller circuit  18  is further communicatively coupled with a second antenna  26 . The second antenna  26  is configured to transmit and receive third electromagnetic signals  28  (i.e., radio frequency signals) between the controller circuit  18  and a first transceiver  30  located on the first vehicle  14 , and is configured to transmit and receive fourth electromagnetic signals  29  between the controller circuit  18  and a second transceiver  31  located on the second vehicle  15 . The first and second transceiver  30 ,  31  may be any transceiver suitable communicate with the second antenna  26 . One such transceiver is the ATA5831/2/3 transceiver from Atmel Corporation of San Jose, Calif., USA. The at least one controller circuit  18  is further configured to transmit communications (e.g., RSSI Values, authorization/authentication signals, challenge response, vehicle control functions, etc.) through the second antenna  26  to the first vehicle  14  and the second vehicle  15  based on the first and second electromagnetic signals  22 ,  23  received by the first antenna  20 . In the example illustrated in  FIG.  1   , the second antenna  26  is configured to broadcast high frequency radio signals in frequency bands of 315 MHz, 433 MHz, 868 MHz, and 915 MHz. 
     The first and second plurality of antennae  24 ,  25  are configured to broadcast first and second electromagnetic signals  22 ,  23  (i.e., radio frequency signals) from a first transmitter  32 , and a second transmitter  33 , respectively. In some examples, the first plurality of antennae  24  are configured to transmit low frequency radio signals in a frequency band of about 125 kHz (i.e., 100 kHz-150 kHz), such as those transmitted from a Passive Entry Passive Start system (PEPS system) that may be installed on the first and second vehicle  14 ,  15 . In some examples, the first and second plurality of antennae  24 ,  25  are configured to transmit high frequency radio signals in a frequency band of about 315 MHz (i.e., 260 MHz-470 MHz), such as those transmitted from a Remote Keyless Entry system (RKE system). In the example illustrated in  FIG.  1   , the first and second plurality of antennae  24 ,  25  are installed in the first and second vehicle  14 ,  15  as part of the PEPS system. Transmission of the low frequency radio signals may be advantageous because the low frequency radio signals in the above mentioned low frequency band are able to pass through a human body with little to no distortion (i.e., attenuation), thereby increasing an accuracy of detecting the first and second electromagnetic signal  22 ,  23  from the first and second plurality of antennae  24 ,  25 , the advantage of which will become evident in the following paragraphs. 
     The first and second transmitter  32 ,  33  may be any transmitter suitable to broadcast the first and second electromagnetic signals  22 ,  23 . In an example, the first and second transmitter  32 ,  33  are a component of the PEPS system and/or the RKE system. The first and second transmitter  32 ,  33  may be capable of transmitting both digital and continuous wave (i.e., analog) radio signals to the first and second plurality of antennae  24 ,  25 . One such device is the ATA5291, marketed as a PEPS Driver and Immobilizer Base Station, from Atmel Corporation of San Jose, Calif., USA. In an example, the first and second transmitter  32 ,  33  may be programmed to transmit a localization protocol (i.e., a digital message) including a preamble, a vehicle specific or universal wake-up ID, and a data field that designates the message is a system broadcast from the first or second plurality of antennae  24 ,  25 . The digital message may be followed by a continuous wave broadcast from each of the first or second plurality of antennae  24 ,  25 . An example of a digital and continuous wave transmission is shown in  FIG.  2   . As illustrated in  FIG.  2   , the continuous wave portion of the broadcast represents Received Signal Strength Indicator values  36  (RSSI values  36 ) (not shown) of the radio signals detected by the detection module  16 . The radio signals are broadcast from four antennae ( 24 A- 24 D) that are distributed about the interior of the first and second vehicle  14 ,  15 . The RSSI values  36  are a measurement of the power present in the received radio signal. Larger RSSI values  36  indicate stronger received radio signals and are inversely related to a distance between the signal source (i.e. the broadcasting antenna) and the detection module  16 . That is, the stronger the detected radio signal (i.e., the larger RSSI value  36 ), the shorter the distance between the broadcasting antenna and the detection module  16 . 
     As set forth above, in some examples, the detection device  10  may utilize an existing first and second plurality of antennae  24 ,  25  from the PEPS system and/or the RKE system installed on the first and second vehicle  14 ,  15  to generate RSSI values  36 , which may be used to determine a location of a user, such as a driver of an automobile. In some examples, utilizing the existing first and second plurality of antennae  24 ,  25  associated with the PEPS system and/or the RKE system may be advantageous in comparison with other techniques for determining the position  21  of the communication device  12  within the first and second vehicle  14 ,  15 , because little or no modifications to an existing vehicle are required to determine the position  21  of the communication device  12 . 
     In other examples, other transmitters transmit signals to other plurality of antennae located within the interior of the first and second vehicle  14 ,  15  that employ other wireless protocols to generate the RSSI values  36 . Examples of other wireless protocols include BLUETOOTH®, Wi-Fi, ultra-wide band (UWB), or near field communication (NFC) and may utilize antennae specific to the frequency band of transmission. In an example, the first and second transmitter  32 ,  33  transmit high frequency radio signals having the frequency band of about 2.4 GHz that are typically used by wireless local area networks (WLAN). In another example, the first and second transmitter  32 ,  33  transmit high frequency radio signals having the frequency band of about 5.9 GHz that are typically used by an intelligent transportation systems (ITS) band of Wi-Fi. 
       FIGS.  3  and  4    illustrate examples where the detection device  10  includes a plurality of detection modules  16 . In these examples, each of the detection modules  16 A- 16 D is configured (i.e., programmed, paired, etc.) to communicate with a separate vehicle. That is, detection module  16 A is configured to communicate with the first vehicle  14 , detection module  16 B is configured to communicate with the second vehicle  15 , detection module  16 C is configured to communicate with a third vehicle (not shown), and detection module  16 D is configured to communicate with a fourth vehicle (not shown). It will be appreciated that any number of detection modules  16  may be included in the detection device  10 , limited by, among other things, packaging space and user preference. In the example illustrated in  FIG.  3   , each of the plurality of detection modules  16 A- 16 D are communicatively coupled with a separate first antenna  20 A- 20 D. This example may provide the benefit of using components that may be fabricated with the first antenna  20  included in the detection module  16  package. In the example illustrated in  FIG.  4   , each of the plurality of detection modules  16 A- 16 D are communicatively coupled with the same first antenna  20 . This example may provide the benefit of reducing components, thereby reducing cost and complexity of the package. 
       FIG.  5    illustrates an example where the single detection device  16  that is communicatively coupled with the first antenna  20 , further includes a memory  38  communicatively coupled with the controller circuit  18 . In this example, the memory  38  includes a plurality of programs  39 A- 39 D associated with each of the first vehicle through the fourth vehicle. This example may provide the benefit of further reducing components, with a trade-off of increased memory capacity. The memory  38  may be programmed to associate any number of vehicles, limited by the memory capacity. In one example, the process of programming and reprogramming the memory for the plurality of vehicles is conducted by a service technician that has access to security protocols associated with each of the plurality of vehicles. In another example, the process of programming and reprogramming the memory for the plurality of vehicles is conducted by a user of the plurality of the vehicles, such as a fleet operator and/or an owner of the plurality of the vehicles. 
     For illustration purposes only, the first vehicle  14  will be used to describe the following examples of the application of the detection device  10 . It will be understood that the application of the detection device  10  will also apply to the second vehicle  15 , and/or the plurality of vehicles. The detection device  10  is configured such to perform localization of the communication device  12  in the first vehicle  14  with the antenna arrangement described and shown with respect to  FIG.  8 A , as well as the second vehicle  15  with the antenna arrangement shown in  FIG.  8 A . In another example, the detection device  10  is configured such to perform localization in the first vehicle  14  with the antenna arrangement described and shown with respect to  FIG.  8 A , as well as the second vehicle  15  with the antenna arrangement shown in  FIG.  10   . The detection device  10  described herein may be used to localize the communication device  12  in multiple vehicles with various antenna configurations, whether the antenna configurations are the same, or different, between the multiple vehicles. 
       FIG.  6    illustrates an example of the first plurality of antennae  24  (denoted as  24 A- 24 E) with locations distributed about the interior of the first vehicle  14 , and, in the example of  FIG.  6   , the communication device  12  is located on a front center console of the first vehicle  14 . It will be appreciated that additional antennae beyond antennae  24 A- 24 E depicted in the example of  FIG.  6    may exist within the first vehicle  14  that may be associated with the PEPS system and/or the RKE system (e.g., arranged proximate a trunk or a rear hatch of the first vehicle  14 ). In the example of  FIG.  6   , the first plurality of antennae  24  include at least one antenna  24 A arranged proximate the front center console of the first vehicle  14 , at least one antenna  24 B arranged proximate a driver side door (e.g., proximate an exterior door handle or B-pillar), at least one antenna  24 C arranged proximate a front passenger side door, and at least one antenna  24 D arranged proximate a rear seat of the first vehicle  14 . In an example where the first vehicle  14  does not include the front center console, antenna  24 A may be arranged proximate a center of a lower dash of the first vehicle  14 . In an optional example, the first plurality of antennae  24  include at least one antenna  24 E arranged proximate a steering wheel of the first vehicle  14 , such as beneath a headliner of the vehicle&#39;s  14  interior trim, or below a driver&#39;s seat to more accurately detect the position  21  of the communication device  12  relative to the first plurality of antennae  24 . In an example, antennae  24 A and  24 B may be omitted from the system and replaced by antenna  24 E, reducing both cost and complexity of the system. 
     The controller circuit  18  is configured to determine the position  21  of the communication device  12  within the interior of the first vehicle  14  relative to the locations of the first plurality of antennae  24 . The controller circuit  18  determines the position  21  based on the first electromagnetic signals  22  broadcast from each of the antennae  24 A- 24 D using the RSSI values  36 . In order for the controller circuit  18  to determine the position  21  of the communication device  12 , the controller circuit  18  must associate the detected first electromagnetic signal  22  with a specific antenna location. In an example, the first transmitter  32  transmits the first electromagnetic signals  22  to the first plurality of antennae  24  in a defined broadcast sequence  40 . The detection module  16  determines an identity of each of the antennae  24 A- 24 D based on the defined broadcast sequence  40  that is also stored in the memory of the controller circuit  18 . For example, the broadcast sequence  40  includes transmitting a first radio signal to the antenna  24 A, a second radio signal to antenna  24 B, a third radio signal to antenna  24 C, and a fourth radio signal to antenna  24 D. The broadcast sequence  40  is repeated at a regular time interval (every 10 seconds, for example) so that the position  21  of the communication device  12  may be determined as the communication device  12  may be moved about the first vehicle  14  while the first vehicle  14  is in use and/or moving. Strategies to determine the start of the broadcast sequence  40  may include two broadcasts from antenna  24 A at the beginning of each repeated broadcast sequence  40 . An example of the broadcast sequence  40  is shown in  FIG.  7 A . Another example of the broadcast sequence  40 , where an optional antenna  24 E replaces antennae  24  and  24 B, is shown in  FIG.  7 B . 
       FIG.  8 A  illustrates an example of a driver zone  42  within the interior of the first vehicle  14 . In this example, the operator is occupying the driver&#39;s seat, the front passenger seat is unoccupied, and the communication device  12  is on a front dash of the first vehicle  14  in front of the operator. The controller circuit  18  is in further communication with a vehicle controller (not shown) and further determines whether the front passenger seat is occupied based on a signal received from an occupant classification system  44  (OCS  44 ) installed in the first vehicle  14 . In some examples, the vehicle controller communicates the signal from the OCS  44  to the controller circuit  18 . In other examples, the OCS  44  communicates the signal to the controller circuit  18 . The OCS  44  detects a presence of a passenger. In some examples, the OCS  44  detects a passenger&#39;s approximate weight. In some examples, the OCS  44  detects the front seat passenger&#39;s seating position. In some examples, the OCS  44  detects the presence of the passenger using a pressure-based system installed in the passenger seat. In other examples, the OCS  44  detects the passenger using a camera-based system, that may also include thermal imaging to determine whether the passenger is a living being. The OCS  44  may adjust an inflation force of a passenger side air bag (i.e., supplemental restraint) based on the classification of the occupant. The driver zone  42  defines an area within a reach of the driver and includes at least the driver seat and the front passenger seat, as illustrated by the dashed outline in  FIG.  8 A . When the communication device  12  is within the driver zone  42  (i.e., accessible to the operator), an ability to use the communication device  12  may distract the operator while driving the first vehicle  14 . It will be appreciated that distracted driving is dangerous, claiming thousands of lives on roadways around the world each year. 
     The controller circuit  18  further determines whether the position  21  of the communication device  12  is within the driver zone  42  based on the RSSI values  36 .  FIG.  8 B  illustrates the RSSI values  36  determined by the controller circuit  18  from the example illustrated in  FIG.  8 A . As shown in  FIG.  8 B , at position  21 , the detection module  16  detected the first electromagnetic signals  22  from antenna  24 A has substantially larger RSSI values  36  than the first electromagnetic signals  22  from antenna  24 D. The controller circuit  18  determines that the position  21  of the communication device  12  is within the driver zone  42  when the RSSI values  36  of at least one antenna arranged in the front portion of the interior of the first vehicle  14  are greater than the RSSI values  36  of at least one antenna arranged in the rear portion of the interior of the first vehicle  14 . That is, the controller circuit  18  determines that the communication device  12  is located in the front (driver or passenger seat) of the first vehicle  14 , and is therefore within the defined driver zone  42 . As a result of determining that the communication device  12  is within the defined driver zone  42 , the controller circuit  18  may inhibit the use of one or more functions of the communication device  12 , as will be described in more detail below. 
       FIGS.  8 A and  8 B  depict an example in which the driver zone  42  is defined to include an area surrounding both the front driver and passenger seats in the first vehicle  14 . The example of  FIGS.  8 A and  8 B  may be advantageous, because it enables the detection of the communication device  12  within the reach of the operator (e.g., driver), and inhibiting one or more functions of communication device  12  to avoid dangerous distraction of the operator. In some cases, the example depicted in  FIGS.  8 A and  8 B  may be undesirable for a passenger travelling in the passenger seat of the first vehicle  14 , because, although the passenger does not need to actively pay attention to the task of operating the first vehicle  14 , the passenger&#39;s communication device (not depicted in  FIG.  8 A ) may be disabled just like the communication device  12  of the driver. 
       FIG.  9 A  depicts one example in which the system is configured to reduce a driver zone  42  within the interior of the first vehicle  14  based on detection of a passenger in the passenger seat of the first vehicle  14 . In this example, the operator is occupying the driver&#39;s seat, a passenger is occupying the front passenger seat, and the communication device  12  is on the front dash of the first vehicle  14  in front of the operator. The controller circuit  18  determines that the front passenger seat is occupied based on the signal received from the OCS  44  as described above. As shown in the example of  FIG.  9 A , the system may create a reduced driver zone  42 A by additionally comparing the relative RSSI values  36  associated with antennae  24 B and  24 C. For example,  FIG.  9 B  illustrates the RSSI values  36  determined by the controller circuit  18  from the example illustrated in  FIG.  9 A . As shown in  FIG.  9 B , at position  21 , the detection module  16  detected the first electromagnetic signals  22  from antennae  24 A has substantially larger RSSI values  36  than the first electromagnetic signals  22  from antenna  24 D. The controller circuit  18  determines that the communication device  12  is located in the front (driver or passenger seat) of the first vehicle  14 . The controller circuit  18  further determines that the first electromagnetic signals  22  from antenna  24 B has substantially larger RSSI values  36  than the first electromagnetic signals  22  from antenna  24 C, and is therefore within the reduced driver zone  42 A. As a result of determining that the communication device  12  is within the reduced driver zone  42 A, the controller circuit  18  may inhibit the use of one or more functions of the communication device  12 , as will be described in more detail below. 
     It will be appreciated that the system differentiates between the communication device  12  that is within the reduced driver zone  42 A and another communication device (not shown) that may be in use by the front passenger. In an example where the front passenger is using another communication device, the RSSI values  36  of antenna  24 C will be substantially greater than the RSSI values  36  of antenna  24 B. In this example, the controller circuit  18  may not inhibit the use of one or more functions of one or more other communication devices (e.g., the passenger&#39;s communication device). 
       FIG.  10 A  illustrates an example where the optional antenna  24 E replaces antennae  24 A and  24 B, and the broadcast sequence  40  is that of  FIG.  7 B . As in  FIG.  9 A , the operator is occupying the driver&#39;s seat, the passenger is occupying the front passenger seat, and the communication device  12  is on the front dash of the first vehicle  14  in front of the operator. The controller circuit  18  determines that the position  21  of the communication device  12  is within the driver zone  42  when the RSSI value  36  of the first electromagnetic signals  22  from antennae  24 E is greater than the RSSI value  36  of the first electromagnetic signals  22  from antenna  24 D. 
     In an example, the controller circuit  18  determines that the position  21  of the communication device  12  is within the driver zone  42  when the RSSI value  36  of the first electromagnetic signals  22  from antennae  24 E is greater than a threshold. In this example, antenna  24 D may be omitted from the determination of the position  21  of the communication device  12 . The threshold may be user defied and may be established based on dimensions and layout of the interior of the first vehicle  14 . It will be appreciated that when the single antenna  24 E is used to determine the position  21  of the communication device  12 , a spherical detection zone may be defined around antenna  24 E, and a radius of the spherical detection zone is defined by the threshold. 
     Referring back to  FIG.  9 B , in an example, when the OCS  44  determines the front passenger seat is occupied, the vehicle controller requests the first transmitter  32  to repeat the transmission of the first electromagnetic signals  22  from antenna  24 B as an indication to the controller circuit  18  that the front passenger seat is occupied. The controller circuit  18  uses this indication as a trigger event to reduce the driver zone  42  (i.e., the reduced driver zone  42 A), as illustrated by the dashed outline in  FIG.  9 A . 
     In another example, the first vehicle  14  is not equipped with the OCS  44  and the system is unable to determine whether a passenger is occupying the front passenger seat. In this example, the system defines the reduced driver zone  42 A as illustrated in  FIG.  9 A , and employs the same logic for determining whether the communication device  12  is within the reduced driver zone  42 A as described above for  FIG.  9 B . 
     The controller circuit  18  is further configured to restrict a function of the communication device  12  based on the position  21  of the communication device  12  within the first vehicle  14 . When the controller circuit  18  determines that the communication device  12  is within the driver zone  42  or within the reduced driver zone  42 A, the controller circuit  18  enables a driving mode  46  of the communication device  12  to reduce the occurrence of distracted driving. The driving mode  46 , also referred to as a “do not disturb while driving” setting of the communication device  12 , disables specific functions of the communication device  12 , such as short message service (SMS—i.e. text messaging), and/or incoming phone calls. Other features may be restricted based on the manufacturer&#39;s settings for the communication device  12  and/or based on elections by the user of the communication device  12 . 
     As described above, the controller circuit  18  enables the driving mode  46  of the communication device  12  based on the determination that the communication device  12  is within the driver zone  42 . In another example, the controller circuit  18  enables the driving mode  46  when the communication device  12  is within the driver zone  42  while the first vehicle  14  is moving, and disables the driving mode  46  when the communication device  12  is within the driver zone  42  while the first vehicle  14  is stopped. In an example, the controller circuit  18  determines that the first vehicle  14  is moving based on signals from an inertial measurement unit (IMU—not shown) that is installed in the communication device  12 . In another example, the controller circuit  18  determines that the first vehicle  14  is moving based on signals from an IMU that is installed in the first vehicle  14 . The typical IMU includes a three dimensional (3D) accelerometer, a 3D gyroscope, and a 3D magnetomer to detect motion. In yet another example, the controller circuit  18  determines that the first vehicle  14  is moving based on signals from the vehicle controller that is in communication with a wheel speed sensor mounted to a wheel of the first vehicle  14 . 
       FIGS.  11 A- 11 D  illustrate examples of the detection device  10  integrated with the communication device  12 . In an example, the detection module  16  is installed within in the communication device  12  and may be powered by the battery of the communication device  12 . Installing the detection module  16  within the communication device  12  may be beneficial by inhibiting the operator from disabling the system. Other benefits of installing the detection module  16  within the communication device  12  include ease of use by the user, manufacturing efficiencies, and a lower cost of packaging compared to a separate device. In another example, the detection module  16  is installed in a battery of the communication device  12  and may be powered by the battery of the communication device  12 . In yet another example, the detection module  16  is installed in an accessory of the communication device  12 , such as a protective case, a camera module, etc, and may be powered by the battery of the communication device  12 . In yet another example, the detection module  16  is installed in a docking station of the communication device  12  that may be connected to the first vehicle&#39;s  14  infotainment system. 
     According to the examples described above, where the detection module  16  is included as part of the communication device  12  and/or is part of an accessory of communication device  12 , to prevent the user from defeating the restriction of functions by removing or disabling the detection module  16 , an operating system of the communication device  12  may default to the driving mode  46  when the detection module  16  is not present and/or disabled. 
     It will be appreciated that in some vehicle installations, the locations of the first plurality of antennae  24  may not allow for a symmetric placement of opposing antennae. For example, antenna  24 B may be located closer to a front of the first vehicle  14  compared to the location of antenna  24 C. In these examples of non-symmetrical antennae installation, the system either increases or decreases a drive current for the low frequency first electromagnetic signals  22  to equalize the first electromagnetic signals  22  at a desired boundary of the driver zone  42  and/or the reduced driver zone  42 A. 
     Referring again to  FIG.  9 A , the first plurality of antennae  24  are symmetrically placed within the first vehicle  14 . In an example, the boundary of the reduced driver zone  42 A is desired to be adjusted to create a larger area (e.g., to include all of the front center console). The boundary of the reduced driver zone  42 A may be adjusted by adding a multiplier value to the RSSI values  36  of a particular antenna. For example, a multiplier value of 1.2 may be applied to the RSSI values  36  from antenna  24 B to increase a width of the reduced driver zone  42 A by twenty percent. The controller circuit  18  applies the multiplier value to a decision logic to determine whether the communication device  12  is within the adjusted reduced driver zone  42 A. 
     According to the examples described above, where the detection module  16  is included as part of communication device  12  and/or is part of an accessory of communication device  12  (e.g., a case or battery), the detection module  16  may be used not only for determining the relative position  21  of communication device  12  within the first vehicle  14  (and for the plurality of vehicles) as described herein, the detection module  16  may also be used to perform functionality of a PEPS and/or RKE device (e.g., a key fob). That is, the detection module further includes RKE functions and/or includes PEPS functions for the plurality of vehicles. For example, the detection module  16  may be configured to receive the low frequency first electromagnetic signals  22  to determine whether or not to unlock the first and/or second vehicle  14 ,  15 , remotely start the engine of the first and/or second vehicle  14 ,  15 , or other functionality typically associated with a remote key fob. In an example, the first transceiver  30  in the first vehicle  14  is configured to receive the third electromagnetic signals  28  from a remote keyless entry (RKE) system located in the detection device  10 , and the second transceiver  31  in the second vehicle  15  is configured to receive the fourth electromagnetic signals  29  from the remote keyless entry (RKE) system located in the detection device  10 . In another example, the first plurality of antennae  24  are further configured to transmit the first electromagnetic signals to a passive entry passive start (PEPS) system located on the detection device  10 , and the second plurality of antennae  25  are further configured to transmit the second electromagnetic signals  23  to the passive entry passive start (PEPS) system located on the detection device  10 . In addition, in examples where the detection module  16  is installed in the communication device  12 , installed in the battery of the communication device  12 , and/or installed in an accessory of communication device  12 , the communication device  12  can serve a dual purpose, replacing the key fob and/or also allowing for localization of communication device  12  for the plurality of vehicles. 
       FIG.  12    is a flow chart illustrating another example of a method  200  of operating a detection device  10 . 
     Step  202 , RECEIVE FIRST SIGNALS, includes receiving the first electromagnetic signals  22  from the first plurality of antennae  24  located within an interior of the first vehicle  14  with a first antenna  20 , as described above. The detection module  16  is communicatively coupled with the communication device  12 , and in an example is installed in the communication device  12 . In an example, the detection module  16  further includes PEPS and/or RKE functions for the first vehicle  14  as described above. 
     Step  204 , DETERMINE POSITION, includes determining, with a controller circuit  18  communicatively coupled with the detection module  16  and the communication device  12 , a position  21  of the communication device  12  within the interior of the first vehicle  14 . The position  21  is based on the first electromagnetic signals  22  and is relative to a location of the communication device  12  with respect to locations of the first plurality of antennae  24 , as described above. The controller circuit  18  determines that the position  21  of the communication device  12  is within a driver zone  42  based on RSSI values  36  of the first plurality of antennae  24  as described above. In some examples, the controller circuit  18  reduces the driver zone  42  to exclude a front passenger seat when the front passenger seat is occupied, as described above. In some examples, the controller circuit  18  restricts a function of the communication device  12  based on the position  21  within the first vehicle  14 , as described above. 
     Step  206 , RECEIVE SECOND SIGNALS, includes receiving the second electromagnetic signals  23  from the second plurality of antennae  25  located within an interior of the second vehicle  15  with the first antenna  20 , as described above. In an example, the detection module  16  further includes PEPS and/or remote keyless entry functions for the second vehicle  15  as described above. 
     Step  208 , DETERMINE POSITION, includes determining, with the controller circuit  18 , a position  21  of the communication device  12  within the interior of the second vehicle  15 . The position  21  is based on the second electromagnetic signals  23  and is relative to a location of the communication device  12  with respect to locations of the second plurality of antennae  25 , as described above. The controller circuit  18  determines that the position  21  of the communication device  12  is within a driver zone  42  based on RSSI values  36  of the second plurality of antennae  25  as described above. In some examples, the controller circuit  18  reduces the driver zone  42  to exclude a front passenger seat when the front passenger seat is occupied, as described above. In some examples, the controller circuit  18  restricts a function of the communication device  12  based on the position  21  within the second vehicle  15 , as described above. 
     Accordingly, a detection device  10  and a detection method  200  are provided. The detection device  10  is an improvement over other detection devices because the detection device  10  determines that the communication device  12  is within the driver zone  42  and may distract the driver, and may be used with multiple vehicles. 
     While this invention has been described in terms of the preferred embodiments thereof, it is not intended to be so limited, but rather only to the extent set forth in the claims that follow. “One or more” includes a function being performed by one element, a function being performed by more than one element, e.g., in a distributed fashion, several functions being performed by one element, several functions being performed by several elements, or any combination of the above. It will also be understood that, although the terms first, second, etc. are, in some instances, used herein to describe various elements, these elements should not be limited by these terms. These terms are only used to distinguish one element from another. For example, a first contact could be termed a second contact, and, similarly, a second contact could be termed a first contact, without departing from the scope of the various described embodiments. The first contact and the second contact are both contacts, but they are not the same contact. The terminology used in the description of the various described embodiments herein is for the purpose of describing particular embodiments only and is not intended to be limiting. As used in the description of the various described embodiments and the appended claims, the singular forms “a”, “an” and “the” are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will also be understood that the term “and/or” as used herein refers to and encompasses any and all possible combinations of one or more of the associated listed items. It will be further understood that the terms “includes,” “including,” “comprises,” and/or “comprising,” when used in this specification, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof. As used herein, the term “if” is, optionally, construed to mean “when” or “upon” or “in response to determining” or “in response to detecting,” depending on the context. Similarly, the phrase “if it is determined” or “if [a stated condition or event] is detected” is, optionally, construed to mean “upon determining” or “in response to determining” or “upon detecting [the stated condition or event]” or “in response to detecting [the stated condition or event],” depending on the context.