Mode selector module for vehicle components

Abstract

Techniques are provided for: operating a vehicle in a first vehicle mode; operating at least one component of the vehicle in a first component mode; detecting a first change in operation of the vehicle from the first vehicle mode to a second vehicle mode different from the first vehicle mode; predicting a second change in operation of the vehicle based on the detected first change in operation of the vehicle; and in response to predicting the second change in operation of the vehicle, operating the at least one component in a second component mode different from the first component mode prior to the predicted second change in operation of the vehicle.

Description

Technical Field

[0001] The present disclosure relates generally to motor vehicles. More specifically, the present disclosure relates to techniques for operating vehicle components. Summary of the invention

[0002] Techniques are provided for: operating a vehicle in a first vehicle mode; operating at least one component of the vehicle in a first component mode; detecting a first change in operation of the vehicle from the first vehicle mode to a second vehicle mode different from the first vehicle mode; predicting a second change in operation of the vehicle based on the detected first change in operation of the vehicle; and in response to predicting the second change in vehicle operation, operating the at least one component in a second component mode different from the first component mode prior to the predicted second change in vehicle operation.

[0003] A system is provided, comprising: a mode selector module configured to detect that a vehicle is operating in a first vehicle mode; in response to detecting that the vehicle is operating in the first vehicle mode, operate at least one component of the vehicle in the first component mode; detect a first change in the operation of the vehicle from the first vehicle mode to a second vehicle mode different from the first vehicle mode; in response to detecting the first change in the operation of the vehicle, predict a second change in the operation of the vehicle; and in response to predicting the second change in the operation of the vehicle, cause the at least one component to operate in the second component mode different from the first component mode before the predicted second change in the operation of the vehicle.

[0004] These and other aspects, features, and implementations may be expressed as methods, apparatus, systems, components, program products, means or steps for performing the functions, and in other ways.

[0005] Further characteristics and advantages will emerge more clearly on reading the following detailed description of a preferred embodiment, given by way of non-limiting example only and with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0006] The present invention will now be described by way of example with reference to the accompanying drawings, in which:

[0007] Figure 1 is a schematic diagram of a mode selector module for a vehicle according to one embodiment;

[0008] Figure 2 is a graph presenting a voltage signal of a vehicle according to one embodiment;

[0009] Figure 3 is a schematic diagram of a system for a vehicle according to one embodiment; and

[0010] Figure 4 The operation according to one embodiment Figure 1 Methods of the mode selector module. DETAILED DESCRIPTION

[0011] Reference will now be made in detail to embodiments, examples of which are shown 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. It will be appreciated that the various described embodiments may be practiced without these specific details. In other instances, known methods, procedures, components, circuits, and networks are not described in detail to avoid unnecessarily obscuring aspects of the embodiments.

[0012] “One or more” includes: a function performed by one element, a function performed by more than one element, such as in a distributed manner, several functions performed by one element, several functions performed by several elements, or any combination of the above.

[0013] It will be understood that, although in some instances, the terms first, second, etc. are used to describe various elements in this article, these elements should not be limited by these terms. These terms are only used to distinguish one element from another element. For example, the first contact can be referred to as the second contact, and similarly, the second contact can be referred to as the first contact without departing from the scope of the various described embodiments. Both the first contact and the second contact are contacts, but they are not the same contact.

[0014] The terms used in the description of the various described embodiments herein are for the purpose of describing the embodiments only and are 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 also include the plural forms unless the context clearly indicates otherwise. It will also be understood that the term "and / or" used herein refers to and includes all possible combinations of one or more of the associated listed items. It will be further understood that the terms "include", "including", "comprise", and / or "comprising" when used in this specification indicate the presence of stated features, integers, steps, operations, elements, and / or parts, but do not exclude the presence or addition of one or more other features, integers, steps, operations, elements, parts, and / or groups thereof.

[0015] As used herein, the term "if" is alternatively interpreted to mean "when" or "after" or "in response to determining" or "in response to detecting," depending on the context. Similarly, the phrases "if it is determined" or "if [a stated circumstance or event] is detected" are alternatively interpreted to mean "after determining" or "in response to determining" or "after detecting [a stated circumstance or event]" or "in response to detecting [a stated circumstance or event]," depending on the context.

[0016] Conventional motor vehicles are configured so that the vehicle engine continues to run under the operation of the driver until the driver himself / herself turns off the vehicle engine. Even when the vehicle temporarily stops moving (e.g., when the driver stops at a traffic light or stop sign, or stops for any other reason), the engine of such conventional vehicles continues to run. In some examples, in order to save energy, some modern motor vehicles have been modified so that the electronic equipment associated with the vehicle can detect when the vehicle stops moving (e.g., detected vehicle speed or detected actuation of the brake pedal), and temporarily shut down the vehicle engine when the vehicle is at rest. Once the vehicle receives an indication that the driver desires to resume driving with the vehicle (e.g., the brake pedal is released and / or the accelerator pedal is actuated), the vehicle electronics will detect the indication and restart the engine. This allows the user to drive as desired, but minimizes the amount of time the vehicle engine is running, thereby reducing the energy consumption of the vehicle.

[0017] In some examples, a vehicle may include one or more components that require a stable power source to operate properly. For example, if the power supply for the component drops below a certain voltage or current level, some electrical components may stop working completely. In other examples, the electrical components may be configured to automatically reset or restart when the power supply voltage or current drops below a suitable level or a predetermined level for operation. Such components may be operated to reset or restart to ensure the life and / or consistent operation of the components. As a non-limiting example, a communication device of a vehicle (e.g., a vehicle-to-everything (V2X) communication module) may be configured to restart in response to a reduced power level to ensure that a drop in the power level does not damage one or more components of the communication device, such as a memory component.

[0018] Although a motor vehicle configured to automatically react to a stop of the vehicle by shutting down the vehicle engine when the vehicle stops advantageously reduces the power consumption of the vehicle, restarting the vehicle engine from a stopped state can cause a relatively large amount of current to be drawn from the vehicle's electrical system, thereby reducing the voltage level of the power source used by vehicle components. Such vehicle engine startup is referred to herein as a "crank event." While some vehicle components may continue to operate normally during such a crank event, other vehicle components (as described above) may not continue to operate normally, and / or may be configured to automatically restart and / or reboot when the power source (e.g., voltage level) drops.

[0019] To address this issue, some vehicles are designed with dedicated circuits or other components intended to minimize the effects of temporary reductions in power caused by, for example, starting events. For example, some motor vehicles may be equipped with a relatively large storage capacitor that is configured to store charge that can be provided to one or more vehicle components when the vehicle power drops. In other examples, a motor vehicle may be equipped with voltage regulation (e.g., a linear voltage regulator) and / or power regulation components (e.g., a DCDC boost converter) that are configured to increase the voltage level of power supplied to a component in response to a detected drop in the power supply voltage level. The above-mentioned techniques for addressing power supply voltage drops in vehicles may be undesirable because they may increase the cost, complexity, and flexibility of vehicle manufacturing.

[0020] The present disclosure relates to techniques for improving the ability of motor vehicle components to withstand the negative impact of starting in view of a temporary reduction in power supply, which in one example may be caused by a starting event. Figure 1 A non-limiting example of a vehicle 12 is shown that includes a mode selector module 10 and a component 14. The mode selector module 10 operates to predict a temporary low power supply voltage event and causes the component 14 to operate in a different manner before and / or during the low power supply voltage event. For example, the mode selector module 10 may determine that a temporary reduction in power supply voltage may occur, and in response to identifying the possible temporary reduction, cause the component 14 to operate in a low power mode, wherein the component 14 operates in a different manner to minimize power consumption. In this way, an interruption in operation of the component 14 and / or a restart or reset of the component 14 due to a temporary reduction in power can be avoided, thereby improving the availability of the component 14.

[0021] In some examples, the mode selector module 10 may be part of the component 14, may be separate from the component 14, or may be part of other electrical or computing systems of the vehicle 12. In any of these cases, the mode selector module 10 is configured to receive information indicating the state of the vehicle 18, and based on such information, determine that a start event may occur in the future. For example, the vehicle may be operated in a first mode, such as a mode in which the vehicle engine is operated according to typical operation of the vehicle. At the same time, the component 14 of the vehicle is operated in a first component mode. As a non-limiting example, the component may be a communication device of the vehicle, such as a vehicle-to-vehicle (V2V), vehicle-to-infrastructure (V2I) and / or vehicle-to-everything (V2X) transceiver component. According to this example, the mode selector module 10 may detect a first change in the operation of the vehicle, such as a change from a first vehicle mode in which the vehicle engine is running to a second vehicle mode in which the vehicle engine has stopped. Based on detecting the first change in operation, the mode selector module 10 may predict a second change in the operation of the vehicle. In some examples, the second change in the operation of the vehicle may be a change from a second vehicle mode (engine stop) to a first vehicle mode (engine start). In some examples, the second change in operation of the vehicle may include a start event, where the vehicle engine is started from a stopped state.

[0022] In some examples, predicting a second change in operation of the vehicle includes determining when the second change in operation will occur (e.g., when the vehicle engine will restart), and / or the duration of the second change in operation (e.g., how long the start event will last if the second change in operation is a start event).

[0023] Based on predicting a second change in the operation of the vehicle, the mode selector module 10 causes the component 14 to operate in the second component mode prior to the predicted second change in the operation of the vehicle 12. For example, when the second change in the operation of the vehicle is a start event, the mode selector module 10 may cause the component 14 to operate in a low power mode in which the component consumes less power than it consumes in the first component mode. The mode selector module 10 may cause the component to operate in the low power mode for the entire duration of the second change in the operation of the vehicle (e.g., for the entire duration of the start event).

[0024] In some examples, the mode selector module 10 is configured to send an indication of an expected second change in the operation of the vehicle to the component 14, and the component 14 is specifically configured to operate in the low power mode in response to the indication. In other examples, the mode selector module 10 is configured to control the operation of the component 14, such as controlling the signal transmission rate of the component 14 when the component 14 is a transmitter / transceiver device. According to such examples, the mode selector module 10 can directly modify the operation of the component 14 to operate in the low power mode in response to determining a possible start event.

[0025] As used herein, the phrase "low voltage mode" refers to an operating mode in which component 14 can continue to work (although in some examples, functionality or performance is reduced) during a low power supply voltage event (e.g., which can be caused by a start-up event as described above). In one example, component 14 is a transmitter or a transceiver including a transmitter. When operating with reduced functionality, the transmitter transmits at a lower power and / or transmits at a reduced transmission repetition rate during the start-up event. The transmitter consumes power for each communication signal output by the transmitter. In some examples, the transmitter can be configured to operate in a normal mode, which outputs communication signals at a typical rate. As a non-limiting example, such a normal rate is 10 times per second, and the normal power level is 1 watt (1W). According to the technology described herein, based on a predicted start-up event, the transmitter operates in a low voltage mode, wherein the transmitter outputs communication signals at a rate reduced relative to the above-mentioned normal rate. For example, the reduced rate is 1 time per second, rather than 10 times per second. According to this non-limiting embodiment, operating the component 14 at such a reduced rate may consume one-tenth (1 / 10) of a Watt, rather than consuming 1 Watt at the normal rate. In this manner, since the transmitter component 14 consumes less power during the startup event by reducing the data transmission rate of the transmitter component, the transmitter component 14 will not automatically reset due to the reduction in power. Therefore, the functions provided by the component 14 will not be unduly interrupted due to the temporary reduction in power.

[0026] Examples of components 14 that can operate in a low power mode as described herein may include a transmitter or transceiver device configured to enable a vehicle to communicate, such as a vehicle-to-vehicle (V2V) communication device, a vehicle-to-everything communication device (V2X), and / or a vehicle-to-infrastructure (V2I) communication device. In other examples, component 14 may include other types of communication devices, such as a cellular network transceiver, a Wi-Fi transmitter, or a Bluetooth transmitter. It will be understood that the technology disclosed herein is not limited to any of the above-mentioned communication devices, or is not limited to any type of device that generally includes devices that are not related to communication. It will be understood that the technology described herein, including the technology of operating a vehicle component in a low power mode based on predicting a possible start-up event, can be applied to any vehicle component that is expected to minimize the interruption caused by a temporary reduction in the power supply voltage. These technologies can provide benefits by not relying on expensive and / or difficult to implement alternatives (such as adding storage capacitors, power regulators, power converters, or other devices or circuits) to minimize the impact of a temporary reduction in power supply.

[0027] As discussed above, the mode selector module 10 is configured to predict or anticipate a possible start event before it occurs. A start event occurs when the vehicle engine is started, ie, when the engine transitions from an off state to an on state.

[0028] In some examples, for the purpose of saving energy, a vehicle system (e.g., an engine control unit (ECU) of vehicle 12) is configured to automatically shut down engine 16 when vehicle 12 stops moving or shortly after vehicle 12 stops moving (such as when vehicle 12 stops at a traffic light). The vehicle system can then automatically restart engine 16 in response to, for example, an operator of vehicle 12 releasing a brake pedal or depressing an accelerator pedal. If vehicle 12 is an automatic vehicle (i.e., an autonomous or unmanned vehicle), an automatic control device of vehicle 12 can control the operation of the brakes and / or accelerator.

[0029] In some examples, the mode selector module 10 is configured to determine a first change in the operation of the vehicle (e.g., when the vehicle engine has been shut down). For example, the mode selector module 10 may receive an indication from an engine control unit (ECU) of the vehicle that the vehicle engine has been shut down. In other examples, the mode selector module 10 may alternatively determine when the vehicle engine is shut down based on available data from other systems of the vehicle. For example, the mode selector module 10 may be communicatively coupled to a communication bus (e.g., a controller area network (CAN) bus) through which the mode selector module receives data indicating a state of the vehicle or a vehicle component. For example, actuation or compression of a brake pedal may provide an indication that the vehicle engine has been shut down or is about to be shut down. According to this example, the mode selector module 10 may determine that the brakes have been applied based on brake actuation data transmitted by the vehicle's braking system via the vehicle's communication bus. According to another example, the vehicle engine or a sensor or component associated with the vehicle engine may output a state indication of whether the engine is running. The mode selector module 10 may determine that the vehicle engine has been shut down based on such engine state information.

[0030] If the mode selector module 10 detects a first change in the operation of the vehicle (e.g., the vehicle engine has been turned off), the mode selector module 10 can then attempt to predict when the vehicle engine will be turned on again. In this way, the mode selector module 10 uses the vehicle shutdown as a trigger to predict a second change in the operation of the vehicle (e.g., an upcoming start event).

[0031] The mode selector module 10 can predict or anticipate an upcoming start event based on various information depending on the driving environment with the vehicle engine turned off. The technology described herein is not limited to any specific situation based on the specific examples described. Therefore, any mechanism for predicting a start event is within the scope of this disclosure.

[0032] In some examples, as described above, the vehicle is configured to automatically shut down the vehicle engine when the vehicle is stopped (e.g., at a stop signal, stop sign, etc.), and to turn on the vehicle engine when an operator (e.g., a human or autonomous driver) indicates a desire to move the vehicle again (e.g., releases the brake pedal or actuates the accelerator pedal). In such a case, when a stop light changes from red to green, the operator of the vehicle may indicate a desire to move the vehicle again having previously stopped at the stop light.

[0033] In this case, the mode selector module 10 can anticipate or predict a second change in the operation of the vehicle (e.g., an upcoming start event) based on when the traffic light (which stops the vehicle when it turns red) turns green again, because the operator of the vehicle may attempt to drive the vehicle again when the traffic light turns green. In some examples, the mode selector module 10 can predict when the second change in the operation of the vehicle will occur based on data indicating the light change interval of the traffic light. For example, the mode selector module 10 can be configured to access publicly available data provided through a network (such as the Internet) that indicates the light change schedule of the traffic light. Such data can be published by a local traffic authority, or can be included in publicly available digital map data used by a navigation system to, for example, determine travel times along a defined route. According to other examples, if such data is not readily available, the mode selector module 10 can attempt to predict when the light will change by historically capturing data by the vehicle itself based on previous encounters with traffic lights, or by multiple vehicles based on previous encounters with traffic lights, wherein such data is available to the mode selector module via a network (e.g., cloud-based data). In yet other examples, a traffic light associated with one or more roadside communication modules (e.g., a V2I module) is configured to transmit traffic information to vehicles on the road. According to these examples, the mode selector module 10 can receive data from the roadside communication module via the vehicle's V2X, V2V, or V2I communication module or other communication protocols available to the vehicle, and use the data to determine when the traffic light changes from red to green.

[0034] In other examples, the mode selector module 10 predicts a second change in the operation of the vehicle (e.g., a start event) based on information from perception sensors (e.g., cameras, radars, lidars) on the vehicle 12 and / or other sensors near the vehicle 12. In one example, the other sensors are mounted on other vehicles and the information is communicated using V2V communication. In another example, the perception sensors are part of the infrastructure (e.g., traffic cameras) and the information is communicated using V2I or other communication technologies. In another example, the mode selector module 10 uses a camera on the vehicle 12 to determine that the brake lights of the vehicle ahead have been turned off and uses this information as a sign that the traffic light has turned green (i.e., a start event will occur). In another example, the mode selector module 10 detects that the vehicle ahead has started to move as a sign that the traffic light has turned green. The perception sensors on the vehicle 12 can be used to determine that the vehicle ahead is moving.

[0035] The above paragraphs describe an example of how the mode selector module 10 predicts an upcoming start event when the vehicle is stopped at a traffic light. Once the mode selector module 10 determines that a start event may occur, and / or when the start event may occur, the mode selector module 10 causes the component 14 to operate in a low power mode prior to the expected start event. For example, where the component 14 is a transceiver component (e.g., a V2X transceiver), the mode selector module 10 may cause the component to operate at a reduced transmission rate, thereby temporarily reducing the power consumption of the component 14 for the duration of the start event. Once the start event is completed and the vehicle engine is fully running, the mode selector module 10 may cause the component 14 to operate again in a normal state (e.g., at a normal transmission frequency when the component is a transceiver component).

[0036] As described above, the mode selector module 10 can anticipate a start event in situations other than when the vehicle engine is stopped at a traffic light. One such example is when the vehicle is stopped because of congested "stop and go" traffic. According to this example, the mode selector module 10 can predict a start event based on one or more perception sensors (cameras, radars, lidars, etc.) that identify that the brake lights of one or more surrounding vehicles (vehicles on the same or adjacent roads) have changed (e.g., turned off) or that one or more surrounding vehicles have started to move again. In another example, the mode selector module 10 predicts a start event based on vehicle-to-vehicle (V2X, V2V, V2I) communications from surrounding vehicles, transportation infrastructure, or other signaling indicating that traffic is or will soon move.

[0037] The mode selector module 10 described herein may be implemented via hardware, software, firmware, etc., or any combination thereof. In the case where the mode selector module 10 is implemented in software and / or firmware, the corresponding modules described herein may include program instructions stored in a tangible medium (e.g., short-term memory, long-term storage, etc.) and executable by one or more processors to implement the functions described herein. According to the example where the mode selector module 10 is implemented in software, the corresponding modules may include separate instructions that may be executed by a single processor device or multiple discrete processor devices, which may reside in a single location (e.g., within the electrical system of a transportation vehicle), or reside in multiple distributed locations that are communicatively coupled to each other via a network.

[0038] As described herein, the mode selector module 10 is configured to predict a second change in the operation of the vehicle (e.g., an upcoming start event) and cause the component 14 to operate in a low power mode for at least a majority of the time during the second change in the operation of the vehicle. In some examples, the mode selector module 10 can be an independent hardware component, or software executed on an independent hardware component, which communicates with the component 14 and is configured to cause the component 14 to operate in a low power mode. In other examples, the mode selector module 10 can be implemented as part of other components of the vehicle, such as one or more electronic control systems of the vehicle, such as an engine control unit (ECU) of the vehicle. In yet another example, the mode selector module 10 can be part of the component 14 itself, which can be a separate component encapsulated in the same housing as the component 14, or as software executed on a processor associated with the component 14. In some examples, the mode selector module 10 is configured to indicate a signal or flag that the output component 14 should operate in a low power mode, and the component 14 is specifically configured to receive such instructions and control itself to operate in a low power mode. In other examples, mode selector module 10 may be included with control circuitry and / or software capable of directly controlling the operation of component 14, or otherwise capable of controlling the operation of component 14 (e.g., when component 14 is a transceiver, controlling the transmit frequency of the transceiver component).

[0039] Figure 2 An example of a graph 26 showing voltages during a starting event is shown. At time = 0 seconds the supply voltage 28 is 16 volts. This situation corresponds to when the engine 16 is running and the charging system is operating. Figure 2 As shown, the engine is shut down at time = 2 seconds. Therefore, since the charging system is not operating to charge the battery of the vehicle 12, the power supply voltage drops to 14 volts. Figure 2 In the example of , the mode selector module 10 predicts that a start event is about to occur at time=5.5 seconds. The mode selector module may predict an upcoming start event based on a variety of information and data, some examples of which are described herein.

[0040] Based on the prediction of when the start event will occur, the mode selector module 10 operates to cause the component 14 to begin operating in the low voltage mode prior to the start event. For example, when the component 14 is a transceiver component, the mode selector module 10 may send a signal or otherwise cause the component to operate at a reduced transmit frequency compared to normal operation of the component. Figure 2 In the example of FIG. 1 , the time interval between engine shutoff and restart of the engine 16 is approximately 2 seconds. Figure 2 As shown in the example of FIG. 1 , the start event begins, i.e., the engine 16 is started at time = 6 seconds. Due to the large amount of current drawn from the battery, the power supply voltage 28 drops to 6 volts. Figure 2 As shown in the example of FIG. 1 , starting the engine 16 (start event) ends at time = 6.8 seconds. Figure 2 As shown in the example of , the power supply voltage 28 increases in response to the battery charging system returning to normal operation. The mode selector module 10 determines that the start event has been completed based on one or more of determining that the engine is running, determining that the power supply voltage 28 has reached an appropriate level, or based on a predetermined or historically determined duration of the vehicle's start event. In response, the mode selector module 10 operates so that the component 14 is again operated in the normal voltage mode.

[0041] Figure 3 An example of a system 32 is shown, which illustrates one example of hardware that may be installed on a vehicle and used to implement the techniques of the present disclosure. The system 32 includes one or more instances of a processor 34, such as a processing unit (e.g., a GPU, a CPU, an ALU, an FPGA, a DSP, a μP), or other control circuits (such as analog and / or digital control circuits, including application specific integrated circuits (ASICs) for processing data), as will be apparent to those skilled in the art. Although Figure 3 Only a single processor 34 is shown, but it will be appreciated that the functionality of the processor 34 may be shared or distributed among several instances of the processor, each configured for a particular task. In some examples, the processor 34 may include a memory 36, i.e., a non-transient computer-readable storage medium 36, including a non-volatile memory, such as an electrically erasable programmable read-only memory (EEPROM) for long-term storage of one or more routines, thresholds, and captured data. As described herein, the one or more routines may be executed by the processor 34 to perform steps for predicting a start event based on a signal received by the processor 34. In this non-limiting example, the mode selector module 10 is a software routine executed by the processor 34. Various ways in which the processor 34 communicates with the engine 16 and the components 14 are described elsewhere herein.

[0042] Figure 4 An example of method 100 is shown. Figure 4 As shown, method 100 includes operating vehicle 12 in a first vehicle mode (step 110). In one example, the first vehicle mode is defined by at least engine 16 being running (ie, engine 16 is on).

[0043] like Figure 4 As shown, the method 100 also includes operating at least one component 14 of the vehicle 12 in a first component mode (step 120). According to the example where the component 14 is a communication module (e.g., a V2X communication device), operating the component 14 in the first component mode includes operating the communication device at a typical transmission power and / or transmission repetition rate.

[0044] like Figure 4 As shown, the method 100 also includes detecting a first change in operation of the vehicle 12 (step 130). In one example, the first change in operation corresponds to changing the operation of the vehicle 12 from a first vehicle mode to a second vehicle mode that is different from the first vehicle mode. For example, the first vehicle mode may correspond to the engine being operated, and the second vehicle mode corresponds to the engine 16 not being operated. For this example, detecting the first change in operation corresponds to detecting that the engine 16 has been switched from an on state to an off state.

[0045] The method 100 also includes predicting a second change in the operation of the vehicle 12 based on the detected first change in the operation of the vehicle 12. The mode selector module 10 can predict whether and / or when the second change in the operation of the vehicle 12 will occur (step 140). In one example, the second change in the operation of the vehicle includes turning on (i.e., starting) the engine 16.

[0046] like Figure 4 As shown, the method 100 also includes, in response to predicting a second change in the operation of the vehicle 12, operating at least one component 14 in a second component mode before the predicted second change in the operation of the vehicle 12. The second component mode is different from the first component mode. In one example, the second component mode corresponds to a low power supply voltage mode that temporarily reduces the amount of energy consumed by the component 14.

[0047] In another example of the method 100, at least one component of the vehicle is a transmitter device. In this example, operating the at least one component in a first component mode includes at least one of operating the transmitter device at a first transmit power level and operating the transmitter device at a first repetition rate. In one example, the first component mode is defined by a first transmit power level of 1 Watt. In another example, the first component mode is defined by a first repetition rate of 10 transmissions per second. In yet another example, the first component mode is defined by a first transmit power level of 1 Watt and a first repetition rate of 10 transmissions per second.

[0048] In one example, operating at least one component in a second component mode includes operating the transmitter device at a second transmit power level different from the first transmit power level and / or operating at least one of the transmitter devices at a second repetition rate different from the first repetition rate. In one example, the second component mode is defined by a second transmit power level of 0.1 Watts. In another example, the second component mode is defined by a second repetition rate of 1 transmission per second. In yet another example, the second component mode is defined by both the second transmit power level of 0.1 Watts and the second repetition rate of 1 transmission per second. That is, the second transmit power level is lower than the first transmit power level, and / or the second repetition rate is lower than the first repetition rate.

[0049] In one example of method 100, the transmitter device is part of one of a vehicle-to-everything (V2X) transceiver, a vehicle-to-infrastructure (V2I) transceiver, and a vehicle-to-vehicle (V2V) transceiver. In other examples, the transmitter device is part of a cellular network transceiver or a Wi-Fi network transceiver.

[0050] Operating the transmitter device in the second component mode prior to the predicted second change in operation (eg, a start-up event) allows the transmitter device to continue to operate during a reduction in the voltage level supplied to the transmitter device due to the predicted second change in operation of the vehicle 12 .

[0051] Using the second component mode allows the component 14 to at least maintain volatile memory and / or maintain minimal operation. As an example, a start-up event causes a momentary (typically less than 1 second) decrease in the power supply voltage 28 from greater than 12V to, for example, 6V. As used herein, a momentary decrease in the power supply voltage 28 is different from a long-term decrease in the power supply voltage 28. In one example, a long-term decrease in the power supply voltage 28 is defined as the power supply voltage 28 being less than 2V for more than 60 seconds.

[0052] exist Figure 4 In some examples not depicted in FIG, after the second change in operation of the vehicle 12, the method 100 may further include operating at least one component of the vehicle in the first component mode. That is, the component 14 returns to normal operation after the start event, and the power supply voltage 28 returns to normal, for example, >11V.

[0053] A non-tangible computer-readable storage medium 36 is described herein that stores instructions configured to cause a processing device 34 to perform the following operations: detect that a vehicle 12 is operating in a first vehicle mode; in response to detecting that the vehicle 12 is operating in the first vehicle mode, cause at least one component 14 of the vehicle 12 to operate in the first component mode; detect a first change in operation of the vehicle 12 from the first vehicle mode to a second vehicle mode that is different from the first vehicle mode; in response to detecting the first change in operation of the vehicle 12, predict a second change in operation of the vehicle 12; and in response to predicting the second change in operation of the vehicle 12, cause at least one component to operate in the second component mode that is different from the first component mode prior to the predicted second change in operation of the vehicle 12.

[0054] While the present invention has been described according to the preferred embodiments thereof, it is not intended to be limited thereto but only to the scope set forth in the appended claims.

[0055] Terms:

[0056] 1. A method (100), comprising:

[0057] operating (110) a vehicle (12) in a first vehicle mode;

[0058] operating (120) at least one component (14) of the vehicle (12) in a first component mode;

[0059] detecting (130) a first change in operation of the vehicle (12) from the first vehicle mode to a second vehicle mode different from the first vehicle mode;

[0060] predicting (140) a second change in operation of the vehicle (12) based on the detected first change in operation of the vehicle;

[0061] In response to predicting the second change in operation of the vehicle (12), operating (150) the at least one component (14) in a second component mode different from the first component mode prior to the predicted second change in operation of the vehicle (12).

[0062] 2. The method (100) of clause 1, wherein operating the vehicle (12) in the first vehicle mode comprises operating the vehicle (12) while an engine (16) of the vehicle (12) is on.

[0063] 3. A method (100) as described in any of the preceding clauses, wherein operating the vehicle (12) in the second vehicle mode includes operating the vehicle (12) when the engine (16) is turned off, and wherein predicting the second change in operation of the vehicle (12) includes predicting when the engine (16) will be turned on.

[0064] 4. A method (100) as described in any of the preceding clauses, wherein at least one of the components (14) of the vehicle (12) is a transmitter device, and wherein operating the at least one component (14) in the first component mode includes: operating the transmitter device at a first transmission power level and operating at least one of the transmitter devices at a first repetition rate.

[0065] 5. The method (100) of clause 4, wherein the transmitter device is part of one of a vehicle (12) to everything (V2X) transceiver, a vehicle (12) to infrastructure (V2I) transceiver, and a vehicle (12) to vehicle (V2V) transceiver.

[0066] 6. A method (100) as described in clause 4 or 5, wherein operating the at least one component (14) in the second component mode includes: operating the transmitter device at a second transmission power level different from the first transmission power level and operating at least one of the transmitter devices at a second repetition rate different from the first repetition rate.

[0067] 7. The method (100) of clause 6, wherein the second transmit power level is lower than the first transmit power level.

[0068] 8. The method (100) of clause 6 or 7, wherein the second repetition rate is lower than the first repetition rate.

[0069] 9. A method (100) as described in clauses 6-8, wherein the second change in the operation of the vehicle (12) causes a reduction in the voltage level supplied to the transmitter device, and wherein operating the at least one component (14) in the second component mode prior to the predicted second change in the operation allows the transmitter device to continue operating despite the reduction in the voltage level supplied to the transmitter device due to the predicted second change in the operation of the vehicle (12).

[0070] 10. The method (100) as described in any of the preceding clauses, further comprising:

[0071] After the second change in operation of the vehicle (12), at least one component (14) of the vehicle (12) is operated in the first component mode.

[0072] 11. A method (100) as described in any of the preceding clauses, wherein predicting the second change in the operation of the vehicle (12) includes: based on when the first change in the operation of the vehicle (12) occurs, estimating when the second change in the operation of the vehicle (12) will occur.

[0073] 12. A method (100) as described in any of the preceding clauses, wherein predicting the second change in the operation of the vehicle (12) includes: determining, based on at least one communication received from road infrastructure equipment, an indication of at least one traffic condition that will cause the second change in the operation of the vehicle (12) to occur.

[0074] 13. A method (100) as described in any of the preceding clauses, wherein predicting the second change in the operation of the vehicle (12) includes: determining, based on at least one communication received from at least one other vehicle, an indication of at least one traffic condition that will cause the second change in the operation of the vehicle (12) to occur.

[0075] 14. A system (32), comprising:

[0076] A mode selector module (10), the module being configured to:

[0077] detecting that the vehicle (12) is operating in a first vehicle mode;

[0078] In response to detecting that the vehicle (12) is operating in a first vehicle mode, causing at least one component (14) of the vehicle (12) to operate in a first component mode;

[0079] detecting a first change in operation of the vehicle (12) from the first vehicle mode to a second vehicle mode different from the first vehicle mode;

[0080] In response to detecting the first change in operation of the vehicle (12), predicting a second change in operation of the vehicle (12);

[0081] In response to predicting the second change in operation of the vehicle (12), the at least one component (14) is caused to operate in a second component mode different from the first component mode prior to the predicted second change in operation of the vehicle (12).

[0082] 15. The system (32) of clause 14, wherein operating the vehicle (12) in the first vehicle mode includes operating the vehicle (12) while an engine (16) of the vehicle (12) is on.

[0083] 16. A system (32) as described in any of the preceding clauses, wherein operating the vehicle (12) in the second vehicle mode includes operating the vehicle (12) when the engine (16) is turned off, and wherein predicting the second change in operation of the vehicle (12) includes predicting when the engine (16) will be turned on.

[0084] 17. A system (32) as described in any of the preceding clauses, wherein at least one of the components (14) of the vehicle (12) is a transmitter device, and wherein operating the at least one component (14) in the first component mode includes at least one of operating the transmitter device at a first transmission power level and operating the transmitter device at a first repetition rate.

[0085] 18. The system (32) of clause 17, wherein the transmitter device is part of a vehicle (12) to everything (V2X) transceiver, a vehicle (12) to infrastructure (V2I) transceiver, and a vehicle (12) to vehicle (V2V) transceiver.

[0086] 19. A system (32) as described in clauses 17-18, wherein operating the at least one component (14) in the second component mode includes: operating the transmitter device at a second transmission power level different from the first transmission power level and operating the transmitter device at a second repetition rate different from the first repetition rate.

[0087] 20. The system (32) of clauses 17-19, wherein the second transmit power level is lower than the first transmit power level.

[0088] 21. A system (32) as described in clauses 17-20, wherein the second repetition rate is lower than the first repetition rate.

[0089] 22. A system (32) as described in any of the preceding clauses, wherein the second change in the operation of the vehicle (12) causes a reduction in the voltage level supplied to the transmitter device, and wherein operating the at least one component (14) in the second component mode prior to the predicted second change in operation allows the transmitter device to continue operating in the event of a reduction in the voltage level supplied to the transmitter device due to the predicted second change in the operation of the vehicle (12).

[0090] 22. A system (32) as described in any of the preceding clauses, wherein after the second change in operation of the vehicle (12), operation of at least one component (14) of the vehicle (12) returns to the first component mode.

[0091] 23. A system (32) as described in any of the preceding clauses, wherein predicting the second change in the operation of the vehicle (12) includes: based on when the first change in the operation of the vehicle (12) occurs, estimating when the second change in the operation of the vehicle (12) will occur.

[0092] 24. A system (32) as described in any of the preceding clauses, wherein predicting the second change in the operation of the vehicle (12) includes: determining, based on at least one communication received from road infrastructure equipment, an indication of at least one traffic condition that will cause the second change in the operation of the vehicle (12) to occur.

[0093] 25. A system (32) as described in any of the preceding clauses, wherein predicting the second change in the operation of the vehicle (12) includes: determining, based on at least one communication received from at least one other vehicle, an indication of at least one traffic condition that will cause the second change in the operation of the vehicle (12) to occur.

[0094] 26. A non-tangible computer-readable storage medium (36) storing instructions configured to cause a processing device (34) to:

[0095] detecting that the vehicle (12) is operating in a first vehicle mode;

[0096] In response to detecting that the vehicle (12) is operating in a first vehicle mode, causing at least one component (14) of the vehicle (12) to operate in a first component mode;

[0097] detecting a first change in operation of the vehicle (12) from the first vehicle mode to a second vehicle mode different from the first vehicle mode;

[0098] In response to detecting the first change in operation of the vehicle (12), predicting a second change in operation of the vehicle (12);

[0099] In response to predicting the second change in operation of the vehicle (12), the at least one component (14) is caused to operate in a second component mode different from the first component mode prior to the predicted second change in operation of the vehicle (12).

Claims

1. A method comprising: operating the vehicle in a first vehicle mode; operating at least one component of the vehicle in a first power mode; detecting a first change in operation of the vehicle from the first vehicle mode to a second vehicle mode different from the first vehicle mode; predicting a second change in operation of the vehicle, a transition from the first change in operation of the vehicle to the second change in operation of the vehicle based on the detected first change in operation of the vehicle, the second change in operation of the vehicle causing a decrease in power supplied to the at least one component; In response to predicting the second change in operation of the vehicle, operating the at least one component in a second power mode different from the first power mode prior to the predicted second change in operation of the vehicle, wherein operating the at least one component in the second power mode prior to the predicted second change in operation allows the component to continue operating in the event that the power supplied to the component is reduced due to the second predicted change in operation of the vehicle.

2. The method according to claim 1, characterized in that Operating the vehicle in the first vehicle mode includes operating the vehicle while an engine of the vehicle is on.

3. The method according to claim 2, characterized in that Operating the vehicle in the second vehicle mode includes operating the vehicle with the engine off, and wherein predicting the second change in operation of the vehicle includes predicting when the engine will be turned on.

4. The method according to claim 1, characterized in that The at least one component of the vehicle is a transmitter device, and wherein operating the at least one component in the first power mode includes at least one of operating the transmitter device at a first transmit power level and operating the transmitter device at a first repetition rate.

5. The method according to claim 4, characterized in that The transmitter device is part of a vehicle-to-everything (V2X) transceiver.

6. The method according to claim 5, characterized in that The transmitter device is part of one of a vehicle-to-infrastructure (V2I) transceiver and a vehicle-to-vehicle (V2V) transceiver.

7. The method according to claim 4, characterized in that Operating the at least one component in the second power mode includes at least one of operating the transmitter device at a second transmit power level different from the first transmit power level and operating the transmitter device at a second repetition rate different from the first repetition rate.

8. The method according to claim 7, characterized in that The second transmit power level is lower than the first transmit power level.

9. The method according to claim 7, characterized in that The second repetition rate is lower than the first repetition rate.

10. The method according to claim 7, characterized in that The second change in operation of the vehicle causes a reduction in the voltage level supplied to the transmitter device, and wherein operating the at least one component in the second power mode prior to the predicted second change in operation allows the transmitter device to continue operating despite the reduction in the voltage level supplied to the transmitter device due to the predicted second change in operation of the vehicle.

11. The method according to claim 1, characterized in that: Further including: After the second change in operation of the vehicle, at least one component of the vehicle is operated in the first power mode.

12. The method according to claim 1, characterized in that Predicting the second change in operation of the vehicle includes estimating when the second change in operation of the vehicle will occur based on when the first change in operation of the vehicle occurs.

13. The method according to claim 1, characterized in that Predicting the second change in operation of the vehicle includes determining, based on at least one communication received from road infrastructure equipment, an indication of when at least one traffic condition causing the second change in operation of the vehicle will occur.

14. The method according to claim 1, wherein: Predicting the second change in operation of the vehicle includes determining, based on at least one communication received from at least one other vehicle, an indication of when at least one traffic condition causing the second change in operation of the vehicle will occur.

15. A system comprising a mode selector module, the mode selector module being configured to: detecting that the vehicle is operating in a first vehicle mode; responsive to detecting that the vehicle is operating in the first vehicle mode, operating at least one component of the vehicle in a first power mode; detecting a first change in operation of the vehicle from the first vehicle mode to a second vehicle mode different from the first vehicle mode; responsive to detecting the first change in operation of the vehicle, predicting a second change in operation of the vehicle, transitioning from the first change in operation of the vehicle to the second change in operation of the vehicle, the second change in operation of the vehicle causing a decrease in power supplied to the at least one component; In response to predicting the second change in operation of the vehicle, causing the at least one component to operate in a second power mode different from the first power mode prior to the predicted second change in operation of the vehicle, wherein operating the at least one component in the second power mode prior to the predicted second change in operation allows the component to continue operating in the event that the power supplied to the component decreases due to the predicted second change in operation of the vehicle.

16. The system of claim 15, wherein: Operating the vehicle in the first vehicle mode includes operating the vehicle while an engine of the vehicle is on.

17. The system of claim 16, wherein: Operating the vehicle in the second vehicle mode includes operating the vehicle with the engine off, and wherein predicting the second change in operation of the vehicle includes predicting when the engine will be turned on.

18. The system of claim 15, wherein: The at least one component of the vehicle is a transmitter device, and wherein operating the at least one component in the first power mode includes at least one of operating the transmitter device at a first transmit power level and operating the transmitter device at a first repetition rate.

19. The system of claim 18, wherein: The transmitter device is part of a vehicle-to-everything (V2X) transceiver.

20. The system of claim 19, wherein: The transmitter device is part of one of a vehicle-to-infrastructure (V2I) transceiver and a vehicle-to-vehicle (V2V) transceiver.

21. The system of claim 18, wherein: Operating the at least one component in the second power mode includes at least one of operating the transmitter device at a second transmit power level different from the first transmit power level and operating the transmitter device at a second repetition rate different from the first repetition rate.

22. The system of claim 21, wherein: The second transmit power level is lower than the first transmit power level.

23. The system of claim 21, wherein: The second repetition rate is lower than the first repetition rate.

24. The system of claim 18, wherein: The second change in operation of the vehicle causes a reduction in the voltage level supplied to the transmitter device, and wherein operating the at least one component in the second power mode prior to the predicted second change in operation allows the transmitter device to continue operating despite the reduction in the voltage level supplied to the transmitter device due to the predicted second change in operation of the vehicle.

25. The system of claim 15, wherein: After the second change in operation of the vehicle, operation of at least one component of the vehicle returns to the first power mode.

26. The system of claim 15, wherein: Predicting the second change in operation of the vehicle includes estimating when the second change in operation of the vehicle will occur based on when the first change in operation of the vehicle occurs.

27. The system of claim 15, wherein: Predicting the second change in operation of the vehicle includes determining, based on at least one communication received from road infrastructure equipment, an indication of when at least one traffic condition causing the second change in operation of the vehicle will occur.

28. The system of claim 15, wherein: Predicting the second change in operation of the vehicle includes determining, based on at least one communication received from at least one other vehicle, an indication of when at least one traffic condition causing the second change in operation of the vehicle will occur.

29. A non-tangible computer-readable storage medium storing instructions configured to cause a processing device to: detecting that the vehicle is operating in a first vehicle mode; responsive to detecting that the vehicle is operating in the first vehicle mode, operating at least one component of the vehicle in a first power mode; detecting a first change in operation of the vehicle from the first vehicle mode to a second vehicle mode different from the first vehicle mode; responsive to detecting the first change in operation of the vehicle, predicting a second change in operation of the vehicle, transitioning from the first change in operation of the vehicle to the second change in operation of the vehicle, the second change in operation of the vehicle causing a decrease in power supplied to the at least one component; In response to predicting the second change in operation of the vehicle, causing the at least one component to operate in a second power mode different from the first power mode prior to the predicted second change in operation of the vehicle, wherein operating the at least one component in the second power mode prior to the predicted second change in operation allows the component to continue operating in the event that the power supplied to the component decreases due to the predicted second change in operation of the vehicle.

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