VEHICLE SAFETY POWER MANAGEMENT

Abstract

Vehicle system comprising: a processing device (125) programmed to determine an ignition state, determine a vehicle speed, and supply power to at least one vehicle subsystem when the ignition state is off and the vehicle speed is above a predetermined threshold, wherein the processing device (125) is programmed to determine a key state and the processing device (125) is programmed to determine the ignition state independently of the key state, and wherein the processing device (125) is programmed to implement situational bridging and the processing device (125) is programmed to implement the situational bridging in response to a user input.

Description

BACKGROUNDVehicle subsystems are often powered when vehicle ignition is turned on. Some subsystems, such as the interior lighting, may turn on even if the vehicle is otherwise de-energized. The interior lighting can, for example, turn on when one of the doors is opened. Other subsystems, such as an entertainment system, may remain on for a short time after the vehicle ignition is turned off.DE 601 22 792 T2 discloses a transmission for a vehicle which is provided in a power transmission path. DE 10 2013 001 880 A1 discloses a tow detection for a vehicle. DE 199 20 803 A1 discloses an arrangement for actuating a friction clutch. JP 2013-150486 A discloses a key switch for outputting an operation signal for starting or stopping the electric control unit in the electric vehicle. DE 10 2009 025 252 A1 discloses a method for handling improper towing of a vehicle.BRIEF DESCRIPTION OF THE DRAWINGSFIG. 1 illustrates an example vehicle implementing a power management module for powering, in certain circumstances, certain vehicle subsystems. FIG. 2 is a block diagram of an example power management module and vehicle subsystem. FIG. 3 is a block diagram of the power management module incorporated into a body control module. FIG. 4 is a flow diagram of an example process executable by the power management module for powering, in certain circumstances, certain vehicle subsystems. FIG. 5 is an example finite state machine showing possible states of the power management module.DETAILED DESCRIPTIONDisabling vehicle ignition is often considered expedient - meaning that the driver intends to disable the vehicle subsystems and leave the vehicle. As a consequence, if the ignition system fails or otherwise inadvertently turns off while the vehicle is moving, some subsystems and their corresponding functionality may be inadvertently deactivated. One way to prevent certain subsystems from turning off while the vehicle is moving after an ignition system failure includes a processing device programmed to determine an ignition state and a vehicle speed. The processing device powers at least one vehicle subsystem when the ignition state is off and the vehicle speed is above a predetermined threshold. The processing device may deactivate the vehicle subsystem when the vehicle speed falls below the predetermined threshold.The elements shown may take many different forms and may include multiple and / or alternative components and equipment. The illustrated example components are not intended to be limiting. Indeed, additional or alternative components and / or implementations may be used.As illustrated in FIG. 1, the host vehicle 100 includes an ignition system 105, a battery 110, and a power management module 115. Although illustrated as a sedan, the host vehicle 100 may include any passenger or commercial vehicle, such as a car, a truck, an SUV, a crossover vehicle, a transporter, a mini-transporter, a taxi, a bus, etc. In some possible approaches, the host vehicle 100 is an autonomous vehicle configured to operate in an autonomous (e.g., sensorless) mode, a semi-autonomous mode, and / or a non-autonomous modeThe ignition system 105 may include an ignition insert located in the passenger compartment of the host vehicle 100. The spark insert may be configured to receive a key. The key may be used to set the ignition system 105 into a number of different states, as discussed in more detail below. The host vehicle 100 may be operated according to the ignition state. Alternatively or additionally, the ignition state may also be determined according to a keyless entry system or a keyless entry system, sometimes referred to as a passive entry / passive entry system.The battery 110 may include any number of devices configured to provide power to one or more vehicle subsystems. By chemical reactions, the battery 110 may generate an electric charge. The chemical reactions can take place in a number of cells which are arranged one behind the other or in parallel. Electrically conductive lines may be located on the battery housing. The electrical power may be supplied to the vehicle subsystems connected to the lines either directly or indirectly. Battery power may be selectively provided to certain vehicle subsystems, as discussed in more detail below.The power management module 115 may include any computing devices having a processing device 125 programmed to determine an ignition state and vehicle speed. The ignition state may be determined based on a key state, e.g., a position of a key in a spark plug. Example key states, and thus ignition states, may include a RUN state, an ACC state, and an OFF state. The RUN state may indicate the driver's intention to turn on the vehicle engine and all vehicle subsystems. The ACC state may indicate the driver's desire to turn on certain vehicle subsystems (e.g., accessories), while keeping the vehicle engine off. The OFF state may indicate the driver's desire to shut down the vehicle engine and most or all of the vehicle subsystems.The power management module 115 may be programmed to determine or track historical key states. That is, the power management module 115 may determine a current key state based on the current position of the key in the spark plug and a previous key state based on a previous position of the key in the spark plug. For example, the current key state may be the RUN state and the previous key state may be the OFF or the ACC state. In another example, the current key state may include the OFF state and the previous key state may include the RUN or ACC state.In some cases, the key state may not accurately reflect the ignition state. The key state may be, for example, RUN (i.e., a key is in the RUN position in the spark insert), but the spark may be off. Thus, the power management module 115 may be programmed to determine the ignition state regardless of key state and vice versa.Some vehicle subsystems such as the interior and exterior lights, entertainment system, etc. may remain powered on for a limited period of time even when the ignition state is OFF. The vehicle speed may be determined, for example, by a controller, such as a powertrain controller, an anti-lock brake system (ABS), or other module / sensor (see FIG. 2 ). The power management module 115 may selectively provide power from the battery 110 to one or more of the vehicle subsystems based on the inferred state of ignition and the vehicle speed. For example, if the ignition state is OFF but the host vehicle 100 continues to be in motion (e.g., the vehicle speed is above a predetermined threshold), then the power management module 115 may continue to power certain vehicle subsystems, as discussed in more detail below. However, the power management module 115 may be programmed to deactivate one or more of the vehicle subsystems that were present once the vehicle speed has fallen below the predetermined threshold. Disabling the vehicle subsystems may include, for example, disconnecting those vehicle subsystems from the battery 110 to disconnect the power. If the ignition turns on again before the speed has dropped below the predetermined threshold, or if the speed is below the predetermined threshold for only a short period of time, the power management module 115 may continue to supply power to the vehicle subsystems as if the ignition was never turned off.The power management module 115 may be programmed to implement a situational bypass. The situational bridging can be implemented, for example, in response to a user input or a situation detected on the basis of sensor signals. Example situational overrides may include a vehicle park override, a tow override, an assembly mode override, and a remote start override. The situational bypass may alter the operation of the power management module 115. For example, the situational bypass may cause the power management module 115 to disable certain or all subsystems under certain circumstances. In normal operation, the power management module 115 may power vehicle subsystems if the ignition is inadvertently or unexpectedly turned off. Through the situational jumpers, the power management module 115 may cause one or more of the vehicle subsystems to power down or allow it despite the key state and the ignition state.The vehicle parking override may be implemented when the host vehicle 100 is parked and the ignition is off. The power management module 115 may be programmed to power none of the vehicle subsystems if the host vehicle 100 is rolling.The tow-bridging may be implemented when the host vehicle 100 is towed. If, in a first tow-bypass mode, which may occur with the ignition off, there are no passengers in the host vehicle 100 and the host vehicle 100 is towed, the power management module 115 may be programmed to not power a vehicle subsystem. A second tow-bridging mode may occur when a passenger is present and the host vehicle 100 is towed. One way to detect a passenger may include receiving user input via a user interface device or switching the ignition to the RUN state by the user or by an occupant detection sensor. Because a passenger is located in the host vehicle 100, the power management module 115 may provide power to certain subsystems such as a restraint system, an airbag system, etc.The assembly mode override may be implemented when the host vehicle 100 is moving as part of a manufacturing or repair process. Thus, the power management module 115 may be programmed to not power a vehicle subsystem when the host vehicle 100 goes through a manufacturing or repair process that would cause the host vehicle 100 to move while the ignition is off.The remote start override may be implemented when the host vehicle 100 has been remotely started. A remote start may occur when the engine is started by a remote transmitter and without any someone in the host vehicle 100 or a key in the ignition. When remote start override is implemented, power management module 115 may restrict some vehicle subsystems, such as a collision detection subsystem. Additionally, the power management module 115 may be programmed to deactivate the fuel pump after detecting an impact while the host vehicle 100 is in the remote start mode.The power management module 115 may be further programmed to operate in a diagnostic mode. When in diagnostic mode, the power management module 115 may provide diagnostic information to one or more vehicle subsystems. The diagnostic information may be detected at the start-up time and may be based on start-up information from the previous key cycle. In other words, the diagnostic information for a particular key cycle may become available at the next key cycle. The functionality of the power management module 115 may be detected when the power cycle is powered down so that the diagnostic information may be reported to the next ignition cycle. However, if no current is available when requested, the diagnostic information may be made available during the current ignition cycle. The power management module 115 may store a number of extended mode states for later retrieval.When in the diagnostic mode, the power management module 115 may provide diagnostic information to, e.g., the restraint control module 160. The pass-through path may be evaluated before the power management module 115 activates power to the restraint control module 160, the occupant classification system 165, or the passenger airbag deactivation indicator 170, making diagnostic information available to the restraint control module 160 during the current key cycle. However, this diagnostic information for the restraint control module 160 may be delayed until the next key cycle because the powered path from the power management module 115 is evaluated after the ignition state changes to OFF. Error messages to the restraint control module 160 may be executed as follows. A CAN signal indicating whether the power management module 115 has detected a fault at inputs, outputs, or vias may be transmitted. A CAN signal may be published even when the restraint control module 160 may not be able to receive signals (e.g., the restraint control module 160 has no current or has otherwise failed). The CAN signal from the power management module 115 may include an error to be handled by, e.g., the restraint control module 160. The restraint control module 160 may communicate system fault information to the instrument panel via CAN signals (e.g., the airbag indicator light). If the signal from the restraint control module 160 to the instrument panel is absent, the instrument panel may activate the airbag light.Referring generally to FIGS. 2 and 3, the lines connecting the components may represent a transfer of information, current, or both. FIG. 2 is a block diagram of an example power management module 115 and a vehicle subsystem. The vehicle subsystems shown include a powertrain control module 130, a powertrain control module 135, a brake system 140, an instrument panel controller 145, an entertainment system 150, a body control module 155, a restraint control module 160, an occupant classification system 165, and a passenger airbag deactivation indicator 170. Other subsystems, not shown, may be further integrated into the host vehicle 100 and operate in accordance with the power management module 115. Examples of other potential subsystems may include, for example, a power steering subsystem, a power assisted door and window subsystem, etc. The power management module 115 may further include a processing device 125, as discussed above with respect to FIG. 1.The powertrain control module 130 may include any computing devices programmed to control operation of the vehicle powertrain. The powertrain control module 135 may include any computing devices programmed to control operation of one or more vehicle powertrain components. The brake system 140 may include any computing devices programmed to control operation of the vehicle brakes. The instrument panel controller 145 may include any computing device programmed to control the operation of the instrument panel components. Entertainment system 150 may include any computing devices and user interface devices programmed to deliver, e.g., media content to vehicle occupants. The body control module 155 may include any computing devices programmed to control operation of the vehicle battery 110. The restraint control module 160 may include any computing devices programmed to control operation of the vehicle restraint system, including the seatbelts and the airbags. The occupant classification system 165 may include any computing devices and sensors programmed to detect and possibly identify one or more vehicle occupants. The passenger airbag deactivation indicator 170 may include a visual warning, e.g., illuminating to indicate whether a passenger airbag is deactivated.The processing device 125 may receive the ignition state and vehicle speed as inputs, as discussed above. The processing device 125 may be programmed to power one or more vehicle subsystems when the ignition state is off and the vehicle speed is above a predetermined threshold. For example, the processing device 125 may determine the ignition state based on the key state. Alternatively, the power management module 115 may be programmed to determine the ignition state regardless of key state and vice versa to address cases where the key state, e.g., the operating state of the ignition, does not accurately reflect. As shown in FIG. 2, the processing device 125 may be programmed to command the body control module 155 to power the restraint control module 160, the occupant classification system 165, the passenger airbag deactivation indicator 170, as well as other vehicle subsystems while the vehicle speed is above the predetermined threshold. The processing device 125 may be programmed to deactivate one or more of these vehicle subsystems if the vehicle speed falls below the predetermined threshold. Disabling the vehicle subsystems may include, for example, commanding the body control module 155 to disconnect power from one or more of the vehicle subsystems.FIG. 3 is a block diagram of the power management module 115 incorporated into a body control module 155. In this example implementation, the power management module 115 operates as a "mode" relative to the body control module 155, as opposed to a separate processing device. The power management module 115 may alternatively or additionally be incorporated into any number of other vehicle subsystems or control modules.FIG. 4 is a flow diagram of an example process 400 executable by the power management module 115 for powering, in certain circumstances, certain vehicle subsystems. Process 400 may be initiated when a vehicle is turned on and may continue to be executed until the vehicle is turned off and, e.g., the key is removed from the spark plug.At decision block 405, the power management module 115 may determine an ignition state of the vehicle. For example, the processing device 125 may determine whether the key in the ignition is in the RUN position. If so, the process 400 may proceed to block 410. Otherwise, the process 400 may continue to execute the block 405 until the ignition state is RUN.At block 410, the power management module 115 may enable one or more vehicle subsystems to operate. Activating the vehicle subsystems may include supplying power to at least one of the vehicle subsystems by, e.g., selectively connecting power from the battery 110 to one or more of the vehicle subsystems.At block 415, the power management module 115 may begin monitoring vehicle speed. The processing device 125 may determine the vehicle speed based on, e.g., signal outputs from a controller, such as a powertrain controller.At decision block 420, the power management module 115 may reassess the state of ignition of the vehicle. Specifically, the processing device 125 may determine whether the key is in the OFF or ACC position. If so, the process 400 may proceed to the decision block 420. Otherwise, the process 400 may return to the block 415.At block 425, the power management module 115 may deactivate or otherwise disable one or more vehicle subsystems. That is, the power management module 115 may selectively disconnect power to one or more of the vehicle subsystems via the processing device 125.At decision block 430, the power management module 115 may determine whether there is any situational bridging. The situational bridging is implemented according to the invention as a reaction to a user input or a situation detected on the basis of sensor signals. Example situational overrides may include a vehicle park override, a tow override, an assembly mode override, and a remote start override. Various situational bridgings may be initiated in response to different criteria or circumstances, as discussed above. Further, different tow bridges may be applicable based on whether any one is located in the host vehicle 100. Thus, assuming all other criteria for implementing tow bridging are present, as discussed above, a first tow bridging may be implemented when an occupant is present in the host vehicle 100, whereas, as discussed above, a second tow bridging may be implemented when no occupants are present in the host vehicle 100. If a situational bridging is present, the process 400 may proceed to block 450. If there is no situative bridging, the process 400 may proceed to block 435.At decision block 435, the power management module 115 may reevaluate the vehicle's ignition state. For example, the processing device 125 may determine whether the key in the ignition is in the RUN position. If so, the process 400 may return to the block 410. Otherwise, the process 400 may proceed to block 440.At block 440, the power management module 115 may begin monitoring vehicle speed. The processing device 125 may determine the vehicle speed based on, e.g., signal outputs from a controller, such as a powertrain controller. The process 400 may proceed to the decision block 445.At decision block 445, the power management module 115 may determine whether the monitored vehicle speed is below a predetermined threshold for a predetermined amount of time. For example, the processing device 125 may compare the current vehicle speed to the predetermined threshold and determine whether the host vehicle 100 is traveling at a speed less than the predetermined threshold for more than a predetermined amount of time (e.g., 0.5 seconds). If the host vehicle 100 has traveled below the predetermined threshold for more than a predetermined amount of time, the process 400 may proceed to block 450. If the host vehicle 100 has traveled below the predetermined threshold for less than a predetermined amount of time, the process 400 may proceed to block 435.At block 450, the power management module 115 may deactivate or otherwise disable one or more vehicle subsystems. That is, via the processing device 125, the power management module 115 may selectively disconnect power to one or more of the vehicle subsystems, including any one or more vehicle subsystems started after block 425.FIG. 5 is an example finite state machine 500 showing possible states of the power management module 115. The finite state machine may be implemented by, for example, the processing device 125. At state 505, the processing device 125 may be programmed to output an ON signal that causes the battery 110 to provide power to one or more vehicle subsystems. State 510 may be initiated in response to the ignition state transitioning to the OFF position, assuming no situative bridges were initiated. At state 510, the processing device 125 may continue to output the ON signal. State 515 may be initiated from state 510 as long as the ignition remains off and the vehicle speed falls below the predetermined threshold, and, as discussed above, in some cases falls below the predetermined threshold for a predetermined amount of time (e.g., 0.5 seconds). At state 515, the output of the processing device 125 may switch to an OFF signal that, for example, clamps battery current from one or more vehicle subsystems. The processing device 125 may return from state 515 to state 505 if the ignition turns on or one of the situative overrides, such as the remote start override, is triggered. When the processing device 125 transitions to state 505, the output of the processing device 125 may transition from the OFF signal to the ON signal.In general, the computer systems and / or devices described may employ any of a number of computer operating systems, including, but by no means limited to, versions and / or varieties of the Ford Sync® operating system, the Microsoft Windows® operating system, the Unix operating system (e.g., the Solaris® operating system sold by Oracle Corporation of Redwood Shores, California, USA), the AIX UNIX operating system sold by International Business Machines of Armonk, New York, USA, the Linux operating system, the Mac OSX and iOS operating systems, Examples of the operating systems are those sold by Apple Inc. of Cupertino, California, BlackBerry OS sold by Blackberry, Ltd. of Waterloo, Canada, and the Android operating system developed by Google, Inc. and Open Handset Alliance. Examples of computer devices include, but are not limited to, an onboard vehicle computer, a computer workstation, a server, a desk, notebook, laptop, or hand held computer, or other(s) computer system(s) and / or device.Computing devices generally include computer-executable instructions, wherein the instructions may be executed by one or more computing devices such as those listed above. Computer-executable instructions may be compiled or interpreted from computer programs created using a variety of programming languages and / or technologies, including, without limitation, and either alone or in combination, Java™ C, C++, Visual Basic, Java Script, Perl, etc. In general, a processor (e.g., a microprocessor) receives instructions, e.g., from a memory, a computer-readable medium, etc., and executes these instructions to thereby execute one or more processes, including one or more of the processes described herein. Such instructions and other data may be stored and transmitted using a variety of computer readable media.A computer readable medium (also referred to as a processor readable medium) includes any non-transitory (e.g., tangible) medium that participates in providing data (e.g., instructions) that may be read by a computer (e.g., by a processor of a computer). Such a medium may take many forms including, but not limited to, non-volatile media and volatile media. Non-volatile media may include, for example, optical or magnetic media and other persistent storage. Volatile media may include, for example, dynamic random access memory (DRAM) which typically constitutes main memory. Such instructions may be transmitted from one or more transmission media including coaxial cables, copper wires, and optical fibers including the wires comprising a system bus coupled to a processor of a computer. Common forms of computer readable media include, for example, a floppy disk, a floppy disk, a hard disk, magnetic tape, any other magnetic medium, a CD-ROM, DVD, any other optical medium, punch cards, paper tape, any other physical medium with patterns of holes, a RAM, a PROM, an EPROM, a flash EEPROM, any other memory chip or cartridge, or any other medium from which a computer can read.Databases, data collections, or other data stores described herein may include various types of mechanisms for storing and retrieving various types of data, including, but not limited to, a hierarchical database, a file set in a file system, an application database in a proprietary format, a relational database management system (RDBMS), etc. Each such data store is generally included in a computing device employing a computer operating system such as one of those mentioned above, and is accessed via a network by any one or more of a variety of methods. A file system may be accessible from a computer operating system and may include files that may be stored in a variety of formats. An RDBMS generally employs the Structured Query Language (SQL), in addition to a language for creating, storing, editing, and executing stored procedures, such as the PL / SQL language mentioned above.In some examples, system elements may be implemented as computer readable instructions (e.g., software) on one or more computing devices (e.g., servers, personal computers, etc.), stored on computer readable media associated therewith (e.g., disks, memories, etc.). A computer program product may include such instructions stored on computer readable media for performing the functions described herein.With respect to the processes, systems, methods, heuristics, etc. described herein, it should be understood that, although the steps of such processes, etc. have been described as occurring according to a particular ordered sequence, such processes could be practiced with described steps performed in an order other than the order described herein. Further, it should be understood that certain steps could be performed simultaneously, that other steps could be added, or that certain steps described herein could be omitted. In other words, the descriptions of processes herein are provided for the purpose of illustrating certain embodiments and should not be construed as limiting the claims in any way.Accordingly, it is to be understood that the above description is not intended to be limiting, but is intended to be illustrative. Upon review of the above description, many embodiments and applications other than the examples given would become apparent. The scope should be determined, not with reference to the above description, but should instead be determined with reference to the appended claims, along with the full scope of equivalents to which such claims are entitled. It is anticipated and intended that future developments will occur in the technologies discussed herein, and that the disclosed systems and methods will be incorporated into such future embodiments. In summary, it is to be understood that the application may be modified and modified.All terms used in the claims are intended to have their ordinary meaning as understood by those skilled in the art to be practiced in the technologies described herein, unless an explicit indication to the contrary is made herein. In particular, the use of articles in the singular, such as "a", "an", "the", "the", etc., is to be understood as indicating one or more of the indicated elements, unless a claim expressly indicates an opposite limitation.The Abstract is provided to allow the reader to quickly ascertain the nature of the technical disclosure. It is submitted with the understanding that it is not intended to be used to interpret or limit the scope or meaning of the claims. In addition, in the foregoing Detailed Description, it can be seen that various features are grouped together in various embodiments for the purpose of clarity of the disclosure. This approach to the disclosure is not to be interpreted as reflecting an intention that the claimed embodiments require more features than are expressly recited in each claim. Rather, the subject matter lies in less than all features of a single disclosed embodiment as expressed in the following claims. Thus, the following claims are hereby incorporated into the Detailed Description, with each claim standing on its own as an independently claimed subject matter.

Claims

A vehicle system comprising: a processing device (125) programmed to determine an ignition state, determine a vehicle speed, and power at least one vehicle subsystem when the ignition state is off and the vehicle speed is above a predetermined threshold, wherein the processing device (125) is programmed to determine a key state and the processing device (125) is programmed to determine the ignition state independent of the key state, and wherein the processing device (125) is programmed to implement a situational override and the processing device (125) is programmed to implement the situational override in response to a user input.The vehicle system of claim 1, wherein the processing device (125) is programmed to deactivate the at least one vehicle subsystem when the vehicle speed is below the predetermined threshold.The vehicle system of claim 2, wherein disabling the at least one vehicle subsystem includes clamping power to the at least one vehicle subsystem.The vehicle system of claim 1, wherein the processing device (125) is programmed to power the at least one vehicle subsystem based at least in part on the key state.The vehicle system of claim 1, wherein determining the key state includes determining a previous key state and / or a current key state.The vehicle system of claim 1, wherein the situational override includes a tow override and / or a vehicle park override and / or a mount mode override and / or a remote start override.The vehicle system of claim 6, wherein the tow-bridging includes a first tow-bridging in which an occupant is present in the vehicle (100) and a second tow-bridging in which no occupants are present in the vehicle (100).A method comprising: determining an ignition state of a vehicle (100); determining a vehicle speed; comparing the vehicle speed to a predetermined threshold; and energizing at least one vehicle subsystem when the ignition state is off and the vehicle speed is above a predetermined threshold; receiving a user input, wherein an implementation of a situational override is responsive to receiving the user input; wherein the situational override includes a tow override and / or a vehicle park override and / or an assembly mode override and / or a remote start override; wherein implementing the tow override comprises: determining whether an occupant is present in the vehicle (100); and implementing a first tow-bypass if an occupant is present in the vehicle (100) and a second tow-bypass if no occupants are present in the vehicle (100).The method of claim 8, further comprising disabling the at least one vehicle subsystem when the vehicle speed is below the predetermined threshold.The method of claim 9, wherein disabling the at least one vehicle subsystem includes clamping power to the at least one vehicle subsystem.A vehicle system comprising: a processing device (125) programmed to determine an ignition state, determine a key state independent of the ignition state, determine a vehicle speed, and power at least one vehicle subsystem based at least in part on the ignition state, the key state, and whether the vehicle speed is above a predetermined threshold, the processing device further programmed to disable the at least one vehicle subsystem when the vehicle speed is below the predetermined threshold, wherein the processing device (125) is programmed to implement a situational override in response to a user input.

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