SYSTEMS AND METHODS FOR ULTRA-WIDEBAND-BASED VEHICLE DETECTION

Abstract

A vehicle is disclosed that incorporates an ultra-wideband transceiver (UWB transceiver). The UWB transceiver can be configured to operate in first mode and second mode. The UWB transceiver can be configured to perform phone-as-key (PaaK) location tracking in first mode and to be detected by radar in second mode. The vehicle can further incorporate a processor configured to activate the UWB transceiver in first mode. The processor can receive a trigger signal to switch the UWB transceiver from first mode to second mode. In response to receiving the trigger signal, the processor can cause the UWB transceiver to transmit a radar pulse signal and receive a radar response signal reflected from a target located inside the vehicle.Based on the response signal, the processor can determine a seating area profile and the presence of occupants in the seating area and perform a seating area adjustment.

Description

FIELD OF TECHNOLOGY

[0001] The present disclosure relates to a system and method for vehicle detection, and more particularly to a system and method for facilitating vehicle detection using ultra-wideband sensors. GENERAL STATE OF THE ART

[0002] Modern vehicles include sensors or sensing modules that monitor vehicle interiors or exteriors. For example, a vehicle may include a sensing module that can detect the presence of an object or occupant within the vehicle. The sensing module may include ultrasonic sensors, cameras, and / or the like that monitor the vehicle interior or exterior. While the sensing module may provide benefits to a vehicle user, the sensing module may consume significant vehicle power. This can cause inconvenience to the user, particularly if the power is consumed during vehicle ignition-off scenarios.

[0003] Thus, there is a need for a system and method that can monitor the vehicle interior and exterior without consuming significant vehicle power. SUMMARY

[0004] The present disclosure describes an ultra-wideband (UWB)-based vehicle detection system. The system may utilize in-vehicle UWB transceivers / sensors in a radar mode to estimate a seating area profile (such as footwell / legroom estimation, seat slope estimation, etc.) and determine the presence of occupants. The system may perform a seating area adjustment based on the seating area profile estimate and the presence of occupants.

[0005] The system may cause the UWB transceivers to operate in a dual mode during each UWB operating cycle (e.g., a first UWB cycle and a second UWB cycle). For example, the system may cause the UWB transceivers to operate in a first mode in which the UWB transceivers can perform phone-as-key (PaaK) localization. Similarly, the system may cause the UWB transceivers to operate in a second mode in which the UWB transceivers can perform radar sensing or vehicle interior sensing using radar signals.

[0006] In some aspects, the system may cause the UWB transceivers to perform PaaK localization and radar detection in both the first UWB cycle and the second UWB cycle. For example, in the first UWB cycle, the system may cause the UWB transceivers to operate in the first mode for a first predetermined time period and in the second mode for a second predetermined time period. During the first predetermined time period of the first UWB cycle, the system may cause the UWB transceivers to transmit a UWB localization signal. During the second predetermined time period of the first UWB cycle, the system may cause the UWB transceivers to transmit a radar pulse signal.

[0007] Furthermore, during a third predetermined time period of the second UWB cycle, the system may cause the UWB transceivers to sample a location response signal (associated with the transmitted UWB location signal). Additionally, during a fourth predetermined time period of the second UWB cycle, the system may cause the UWB transceivers to sample a radar response signal (associated with the transmitted radar pulse signal). In some aspects, the first and third predetermined time periods may be equivalent to one another, and the second and fourth predetermined time periods may be equivalent to one another.

[0008] The system may be further configured to perform one or more actions (in addition to the seating area adjustment) by analyzing the radar response signal. For example, based on the analysis of the radar response signal, the system may control the operation of a heating, ventilation, and air conditioning (HVAC) system of the vehicle, detect objects left in the vehicle during ignition-off scenarios, monitor pet / occupant activity, and / or the like.

[0009] The present disclosure describes a system and method that uses existing UWB transceivers of the vehicle to perform vehicle detection, thereby saving vehicle power and eliminating the need to use other vehicle components for detection (e.g., cameras). The system uses the UWB transceivers to accurately estimate legroom, footwell, etc., and to perform dynamic seating area adjustment in the vehicle without requiring manual intervention. The system also controls the operation of other vehicle components, e.g., HVAC systems, vehicle interior cameras, lighting, etc., based on the processing of the radar response signal, further saving vehicle power. Additionally, the system can cause the UWB transceivers to perform both PaaK localization and radar detection during the same interrogation period (e.g.,100 ms), thereby reducing energy consumption.

[0010] These and other advantages of the present disclosure are provided in detail in this document. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] The detailed description is presented with reference to the accompanying drawings. The use of the same reference numerals may indicate similar or identical elements. Different elements and / or components than those illustrated in the drawings may be used for different embodiments, and some elements and / or components may not be present in different embodiments. The elements and / or components in the figures are not necessarily drawn to scale. Throughout the disclosure, the singular and plural terms may be used interchangeably, depending on the context. Fig. 1 depicts an exemplary vehicle in which techniques and constructions for providing the systems and methods disclosed in this document may be implemented. Fig. 2 illustrates a block diagram of an exemplary system for performing vehicle detection using an ultra-wideband (UWB) transceiver in accordance with the present disclosure. Fig. 3 illustrates an exemplary operating cycle of an in-vehicle UWB transceiver according to the present disclosure. Fig. 4 illustrates an exemplary embodiment for performing vehicle detection using UWB transceivers in accordance with the present disclosure. Fig. 5 illustrates exemplary embodiments for controlling a vehicle using the UWB transceivers of Fig. 4 according to the present disclosure. Fig. 6 depicts a flow diagram of an exemplary method for controlling a vehicle using UWB transceivers in accordance with the present disclosure. DETAILED DESCRIPTION

[0012] The disclosure will now be described in more detail with reference to the accompanying drawings, in which exemplary embodiments of the disclosure are shown and are not intended to be limiting.

[0013] Fig. 1 illustrates an exemplary vehicle 100 in which techniques and designs for providing the systems and methods disclosed herein may be implemented. The vehicle 100 may take the form of any passenger or commercial vehicle, such as a car, a work vehicle, a crossover vehicle, a van, a minivan, a taxi, a bus, etc. Further, the vehicle 100 may be a manually driven vehicle and / or configured to operate in a fully autonomous (e.g., driverless) mode and / or partially autonomous mode, and may include any powertrain, such as a gasoline engine, one or more electrically actuated electric motors, a hybrid system, etc.

[0014] The vehicle 100 may include a plurality of ultra-wideband (UWB) transceivers (such as UWB transceivers A1-A6). The terms "UWB transceiver," "UWB sensor," "UWB anchor," "UWB module," or the like may be used interchangeably in this document. The UWB transceivers A1-A6 may be installed at different locations in the vehicle 100, as shown in Fig. 1 shown. In Fig. Although six UWB transceivers are shown in Figure 1, more or fewer than six UWB transceivers may be used in other cases.

[0015] In an example aspect, UWB transceivers A1-A4 may be located in the vehicle exterior portion, and UWB transceivers A5, A6 may be located in the vehicle interior portion. For example, UWB transceiver A1 may be mounted on a driver-side front bumper, UWB transceiver A2 may be mounted on a passenger-side front bumper, UWB transceiver A3 may be mounted on a driver-side rear bumper, and UWB transceiver A4 may be mounted on a passenger-side rear bumper. In some aspects, one or more UWB transceivers may perform sensing of the vehicle exterior portion, for example, using UWB transceivers A1, A2, A3, and A4. In some aspects, one or more UWB transceivers may perform sensing of the vehicle interior portion (or cabin monitoring), for example, using UWB transceivers A5 and A6.In further aspects, the vehicle 100 may include a BUN module (e.g., BLE, UWB, and / or NFC) that may include a UWB transceiver. Depending on the vehicle size, the BUN and a UWB transceiver (e.g., UWB transceiver A5 or A6 and / or any other UWB transceiver) may perform the sensing of the vehicle interior portion. In some aspects, the UWB transceiver A5, A6, and the BUN may jointly perform the sensing of the vehicle interior portion. In further aspects, the vehicle 100 may include any other module (instead of BUN) that may include BLE and UWB transceivers that can perform sensing of the vehicle interior portion.

[0016] The vehicle 100 may further include a vehicle detection system or “system” (in Fig. 2 as vehicle detection system 208) that may be configured to control the operation of each UWB transceiver (such as UWB transceivers A1-A6 and the UWB transceiver in the BUN) in the vehicle 100. In some aspects, the system may be configured to cause each UWB transceiver to operate in a first mode or a second mode. In the first mode, the UWB transceiver may be configured to perform phone-as-key (PaaK) localization. In the second mode, the UWB transceiver may be configured to perform detection by radar. In other words, in the second mode, the UWB transceiver may be configured to act as radar to perform detection of a vehicle interior portion (and / or detection of a vehicle exterior portion).

[0017] Based on the detection of the vehicle interior portion, the system may be configured to perform one or more actions, including, but not limited to, controlling automatic seat adjustment, vehicle components (such as the heating, ventilation, and air conditioning (HVAC) system, lights, etc.), transmitting an alert when an object or occupant may have been left inside the vehicle 100, and / or the like. Some of the aforementioned actions may be performed in ignition-off scenarios, and some actions may be performed when the vehicle 100 may be in an active mode (e.g., when the vehicle 100 may be moving). For example, the system may transmit an alert when an object or occupant may have been left inside the vehicle 100 during ignition-off scenarios.In some aspects, the system may detect the presence of occupants and perform automatic seat range adjustment and / or control the HVAC system when the vehicle 100 may be moving (or when the vehicle ignition may be on). The details of the system may be understood in conjunction with the figures described below.

[0018] The vehicle 100 and the system may implement and / or perform operations as described herein in the present disclosure in accordance with the operating manual and safety guidelines.

[0019] Fig. 2 illustrates a block diagram of an exemplary system 200 for performing vehicle detection using an ultra-wideband (UWB) transceiver in accordance with the present disclosure.

[0020] System 200 may include a vehicle 202, which may be the same as vehicle 100. Vehicle 202 may include a vehicle computer 204, a vehicle control unit (VCU) 206, and a vehicle detection system 208. VCU 206 may include a plurality of electronic control units (ECUs) 210 arranged in communication with vehicle computer 204 and / or vehicle detection system 208.

[0021] The system 200 may further include a mobile device 212 that can connect to the motor vehicle computer 204 and / or the vehicle detection system 208 using wired and / or wireless communication protocols and transceivers. The mobile device 212 may be associated with a user 214 (e.g., an owner of the vehicle). The mobile device 212 may be, for example, a mobile phone or smartphone, a tablet, a smartwatch, a laptop, a computer, a wearable communication device, or any other similar device with wired / wireless communication capabilities.The mobile device 212 may be communicatively coupled to the vehicle 202 via one or more networks 216 that may communicate over one or more wireless connections, and may execute a phone-as-key (PaaK) application (“app”) to gain access to the vehicle’s features and / or may connect using near field communication (NFC) or Bluetooth protocols. ® protocols, Wi-Fi, ultra-wideband (UWB), and other possible data connection and sharing methods directly to the vehicle 202.

[0022] The network(s) 216 illustrate an example communication infrastructure in which the connected devices discussed in various embodiments of this disclosure may communicate. The network(s) 216 may be and / or include the Internet, a private network, a public network, or another configuration operating using one or more known communication protocols, such as Transmission Control Protocol / Internet Protocol (TCP / IP), Bluetooth ® , BLE ® , WLAN based on the 802.11 standard of the Institute of Electrical and Electronics Engineers (IEEE), UWB and mobile radio technologies such as Time Division Multiple Access (TDMA), Code Division Multiple Access (CDMA), High Speed ​​Packet Access (HSPDA), Long-Term Evolution (LTE), Global System for Mobile Communications (GSM) and Fifth Generation (5G), to name just a few examples.

[0023] In some aspects, the vehicle computer 204 and / or the vehicle detection system 208 may be installed in an engine compartment of the vehicle (or elsewhere in the vehicle 202) according to the disclosure. Further, the vehicle computer 204 may operate as a functional component of the vehicle detection system 208. The vehicle computer 204 may be or include an electronic vehicle controller having one or more processors 218 and memory 220. Furthermore, the vehicle detection system 208 may be separate from the vehicle computer 204 (as in Fig. 2) or integrated as part of the vehicle computer 204.

[0024] The processor(s) 218 ​​may be arranged in communication with one or more storage devices arranged in communication with the respective computing systems (e.g., the memory 220 and / or one or more external databases located in Fig. 2 are not shown). The processor(s) 218 ​​may utilize the memory 220 to store programs in code and / or data for performing aspects according to the disclosure. The memory 220 may be a non-transitory computer-readable memory for storing program code for vehicle detection. The memory 220 may include any one or a combination of volatile memory elements (e.g., dynamic random access memory (DRAM), synchronous dynamic random access memory (SDRAM), etc.) and any one or more non-volatile memory elements (e.g., erasable programmable read-only memory (EPROM), flash memory, electronically erasable programmable read-only memory (EEPROM), programmable read-only memory (PROM), etc.).

[0025] Additionally, the motor vehicle computer 204 and / or the vehicle detection system 208 may be arranged in communication with one or more servers 222 and the mobile device 212. The server(s) 222 may be part of a cloud-based computing infrastructure and may be associated with and / or include a telematics service delivery network (SDN) that may be provided to the vehicle 202 and other vehicles (in Fig. 2 (not shown) that may be part of a vehicle fleet. In some aspects, server 222 may host the PaaK app, which may be installed on mobile device 212.

[0026] In some aspects, the VCU 206 may share a power bus with the vehicle computer 204 and the vehicle detection system 208 and may be used to coordinate data between systems of the vehicle, connected servers (e.g., the server(s) 222), and other vehicles (in Fig. 2 not shown) operated as part of a vehicle fleet. The VCU 206 may include or communicate with any combination of the ECUs 210, such as a body control module (BCM) 224, an engine control module (ECM) 226, a transmission control module (TCM) 228, a telematics control unit (TCU) 230, a driver assistance technologies (DAT) controller 232, etc. The VCU 206 may further include and / or communicate with a vehicle perception system (VPS) 234 that has connectivity to and / or controls one or more vehicle sensor systems 236.The vehicle sensor system 236 may include one or more vehicle sensors, including, but not limited to, door sensors, seating area sensors, vehicle proximity sensors, tire pressure sensors, vehicle interior and / or exterior cameras, etc.

[0027] In some aspects, the VCU 206 may control operational aspects of the vehicle and implement one or more sets of instructions received from the mobile device 212, including instructions that serve as part of the vehicle detection system 208.

[0028] The TCU 230 may be configured and / or programmed to provide vehicle connectivity with wireless computing systems inside and outside the vehicle 202 and may include a navigation (NAV) receiver 238 for receiving and processing a GPS signal, a BLE ®-Module (BLEM) 240, a Wi-Fi transceiver, one or more UWB transceivers (including those used in conjunction with Fig. 1 described UWB transceivers A1-A6 and the BUN) and / or other wireless transceivers (in Fig. 2 not shown) that may be configurable for wireless communication between the vehicle 202 and other systems (e.g., the mobile device 212), computers, and modules. The TCU 230 may be arranged in communication with the ECUs 210 via a bus.

[0029] In one aspect, the ECUs 210 may control aspects of vehicle operation and communication using, among other things, inputs from human drivers, inputs from an autonomous vehicle controller, the vehicle detection system 208, and / or via wireless signal inputs received over the wireless connection(s) from other connected devices, such as the mobile device 212, the server(s) 222, among others.

[0030] The BCM 224 generally includes the integration of sensors, vehicle performance indicators, and variable throttles associated with the vehicle systems, and may include processor-based power distribution circuitry that can control functions associated with the vehicle body, such as lights, windows, security, the vehicle's PaaK system / unit (which may include the use of the UWB transceivers A1-A6 and the BUN to perform various functions, including highly accurate mobile device localization and vehicle detection), vehicle interior and / or exterior camera(s), audio system(s) including microphones, speakers, door locks and access control, vehicle energy management, and various comfort controls. The BCM 224 can also operate as a gateway for bus and network interfaces to communicate with remote ECUs (in Fig. 2 not shown).

[0031] In some aspects, the DAT controller 232 may provide Level 1 to Level 3 automated driving and driver assistance functionality, which may include, for example, active parking assistance, trailer backup assistance, adaptive cruise control, lane keeping assistance, and / or driver status monitoring, among other features. The DAT controller 232 may also provide aspects of user and environmental input usable for user authentication.

[0032] In some aspects, the motor vehicle computer 204 and / or the vehicle detection system 208 may be connected to an infotainment system 242, which may include a touchscreen interface portion, and may include voice recognition features, biometric identification capabilities that may identify users based on facial recognition, voice recognition, fingerprint identification, or other biological identification means. In other aspects, the infotainment system 242 may be further configured to receive user instructions via the touchscreen interface portion and / or to display notifications, navigation maps, etc., on the touchscreen interface portion.

[0033] The computing system architecture of the vehicle computer 204, the VCU 206 and / or the vehicle detection system 208 may omit certain computing modules. It is readily understood that the Fig. 2 is an example of a possible implementation according to the present disclosure and thus should not be considered limiting or exclusive.

[0034] In some aspects, the vehicle detection system 208 may be integrated with and / or implemented as part of the ECUs 210. The vehicle detection system 208, whether integrated with the automotive computer 204 or the ECUs 210 or operating as a standalone computing system within the vehicle 202, may include a transceiver 244, a processor 246, and computer-readable memory 248. The transceiver 244 may be configured to receive information / inputs from external devices or systems, e.g., the mobile device 212, the server 222, and / or the like. Further, the transceiver 244 may transmit notifications, information, or requests to the external devices or systems. Additionally, the transceiver 244 may be configured to receive signals from the sensor system 236 and other vehicle components, including the UWB transceivers A1-A6 and the BUN of the TCU 230.

[0035] Processor 246 and memory 248 may be the same as or similar to processor 218 and memory 220, respectively. In particular, processor 246 may utilize memory 248 to store programs in code and / or to store data for performing aspects of the disclosure. Memory 248 may be a non-transitory computer-readable memory that stores the program code for the vehicle detection system and may include a vehicle database 250 and a UWB information database 252. The vehicle database 250 may include information associated with the vehicle 202, such as a seating area profile, the vehicle type, occupant information (such as an occupant profile) associated with occupants / vehicle owner located within the vehicle 202, etc. The UWB information database 252 may store information received by the UWB transceivers (e.g., the UWB transceivers A1-A6 and the BUN, as described above in connection with Fig. 1). The details of the UWB transceivers and the vehicle detection system 208 are described in conjunction with Fig. 3-6 understandable.

[0036] Fig. 3 illustrates an exemplary operating cycle 300 of a UWB transceiver located within the vehicle 202 (e.g., UWB transceiver A5 or A6) according to the present disclosure. Each UWB transceiver A5 or A6 may have an operating cycle (or PaaK polling rate) with a predetermined time duration (e.g., 100 milliseconds (ms)) and may transmit or receive one or more pulses / signals during the time duration. In each operating cycle, the UWB transceiver A5 / A6 may be configured to operate in the first mode and the second mode. As described above in connection with Fig. As described in Figure 1, the UWB transceiver A5 / A6 can perform PaaK localization in the first mode and radar detection in the second mode. In other words, the UWB transceiver A5 / A6 can perform dual functions (e.g., PaaK localization and radar detection) in the same operating cycle or at the same polling rate.

[0037] In one example aspect, the UWB transceiver A5 / A6 may be configured to perform PaaK localization and radar detection in a first UWB cycle (e.g., cycle 300) and a second UWB cycle (not shown). The duration of each of the first UWB cycle and the second UWB cycle may be 100 ms. In other words, the duration of the first UWB cycle may be the same as the duration of the second UWB cycle (e.g., 100 ms). In some aspects, the UWB transceiver A5 / A6 may transmit PaaK and radar signals in the first UWB cycle and may sample received PaaK and radar response signals in the second UWB cycle, as described later in the description below.

[0038] During operation, the processor 246 may turn on the UWB transceiver (e.g., the UWB transceiver A5) at a time “T1,” as shown in Fig. 3. In response to the activation, the UWB transceiver A5 may wake up, as in block 302 of Fig. 3 and may be operated in the first mode. In the first mode, the UWB transceiver A5 may perform PaaK localization as shown in block 304 of Fig. 3. In some aspects, the UWB transceiver A5 may wake up and perform PaaK localization during a first predetermined time period "D1" in the first UWB cycle 300. In particular, to perform PaaK localization, the UWB transceiver A5 may transmit a UWB localization signal during the first predetermined time period "D1." In an example aspect, the total time period (e.g., D1 + D2) of the first UWB cycle 300 may be 100 ms, and the first predetermined time period "D1" may be 23 ms. In other words, the UWB transceiver A5 may be configured to perform PaaK localization (or operate in the first mode) within 23 ms of power-on / wake-up.

[0039] The exemplary time periods of 100 ms and 23 ms described above are for illustrative purposes only, and the present disclosure is not limited to these exemplary time periods. The UWB transceiver A5 may operate in the first mode for a time period other than 23 ms without departing from the scope of the present disclosure. Likewise, the total time period of the first UWB cycle 300 may differ from 100 ms without departing from the scope of the present disclosure.

[0040] In response to the expiration of the first predetermined time period “D1”, the processor 246 may receive (or generate) a trigger signal for switching the UWB transceiver A5 from the first mode to the second mode, which is indicated as block 306 in Fig. 3. In some aspects, processor 246 may receive the trigger signal via transceiver 244 from a vehicle timer (not shown). In response to receiving the trigger signal, processor 246 may switch the UWB operating mode from the first mode to the second mode. In an exemplary aspect, UWB transceiver A5 may change a number of transmitted pulses in the second mode; however, the pulse rate may remain unchanged.

[0041] In the second mode, the UWB transceiver A5 may perform radar detection to monitor the vehicle interior portion, as in block 308 of Fig. 3. In some aspects, the UWB transceiver A5 may be operated in the second mode for a second predetermined time period "D2" to perform radar detection in the first cycle 300. The UWB transceiver A5 may transmit a radar pulse signal during the second predetermined time period "D2" to perform radar detection. The radar pulse signal may be generated by encoding the transmission signal as radar. In some aspects, the second predetermined time period "D2" may be 67 ms (e.g., where the total time of the first UWB cycle 300 may be 100 ms). In some aspects, the UWB transceiver A5 may transmit a predefined number of radar pulse signals, for example, 5-7, during the second predetermined time period "D2" when the UWB transceiver A5 is operated in the second mode.

[0042] The processor 246 may cause the UWB transceiver A5 to enter the sleep / low power state when the second time period “D2” has elapsed, which may be indicated as block 310 in Fig. 3 is shown,

[0043] In further aspects, when the next UWB cycle begins (i.e., in the second UWB cycle in Fig. 3) may cause the UWB transceiver A5 to operate in the first mode for a third predetermined time period. The third predetermined time period may be equivalent to the first predetermined time period. For example, the third predetermined time period may be 23 ms. In some aspects, the UWB transceiver A5 may sample a location response signal (associated with the UWB location signal transmitted by the UWB transceiver A5 in the first UWB cycle 300) during the third predetermined time period of the second UWB cycle.

[0044] In response to the expiration of the third predetermined time period, the processor 246 may receive (or generate) another trigger signal to switch the UWB transceiver A5 from the first mode to the second mode. In the second mode of the second UWB cycle, the UWB transceiver A5 may receive and sample radar response signals reflected by one or more objects, a target location, or targets (e.g., seat, floor, occupants, etc. located within the vehicle 202) in response to transmitting the radar pulse signals in the first UWB cycle 300 to perform radar sensing. In particular, the radar pulse signals transmitted by the UWB transceiver A5 in the first UWB cycle 300 may penetrate beyond vehicle seating areas and other objects and facilitate accurate monitoring of the vehicle interior portion.For example, the UWB transceiver A5 may facilitate the detection of objects / occupants or locations of objects / occupants within the vehicle 202, the distance between different objects (such as footwell, legroom), etc., by transmitting the radar pulse signals and sampling the reflected radar response signals.

[0045] In some aspects, the UWB transceiver A5 may operate in the second mode during a fourth predetermined time period in the second UWB cycle. The fourth predetermined time period may be equivalent to the second predetermined time period. For example, the fourth predetermined time period may be 67 ms. In this way, the UWB transceiver A5 may perform both functions (i.e., PaaK localization and radar detection / measurements) sequentially in each UWB cycle.

[0046] Fig. 4 illustrates an exemplary embodiment for performing sensing of a vehicle interior portion using UWB transceivers A5, A6 and the BUN according to the present disclosure. Fig. 4 is used in conjunction with Fig. 5, which illustrates exemplary embodiments for controlling the vehicle 202 using the UWB transceivers A5, A6 and the BUN according to the present disclosure.

[0047] As described above, the detection of the vehicle interior section can be carried out using the UWB transceivers A5, A6 and the BUN (as described in Fig. 4) in the second mode of the first and second UWB cycles. The processor 246 may cause the UWB transceivers A5, A6 and the BUN to transmit radar pulse signals in the second mode of the first UWB cycle. The radar pulse signals may be transmitted via the seating areas 402a, 402b, 402c (in Fig. 4, hereinafter referred to as seating area 402) and are reflected by one or more objects / targets, e.g., an occupant 502, pets, etc. The UWB transceivers A5, A6 and the BUN may receive and sample the reflected radar response signals in the second mode of the second UWB cycle. The processor 246 may retrieve the reflected radar response signals from the UWB transceivers A5, A6 and the BUN and may perform processing of the radar response signals to detect the presence of objects / occupants in the seating area 402, as in block 504 of Fig. 5. In addition, the processor 246 (or the UWB transceivers A5, A6 and the BUN) may send information associated with the reflected radar response signals to the UWB information database 252 for storage purposes.

[0048] Additionally, the processor 246 may determine / estimate a seating area profile associated with the seating area 402 based on the processing of the radar response signals, as in block 506 of Fig. 5. In some aspects, the seating area profile may include information associated with footwell, legroom, seating area tilt, and / or the like. In other words, the processor 246 may analyze the radar response signal(s) reflected by the targets / objects within the vehicle 202 and estimate the position of the seating area(s) 402 within the vehicle 202 (such as a distance between two rows of seats in seating areas, seating area tilt, etc.). In some aspects, the processor 246 may store the estimated seating area profile in the vehicle database 250.

[0049] Additionally, the processor 246 may determine the presence of occupants on the seating area 402 based on the reflected radar response signal, as in block 508 of Fig. 5. For example, the processor 246 may determine whether an occupant (e.g., the occupant 502) is within the vehicle 202, as well as an occupant location within the vehicle 202. In some aspects, the processor 246 may store such information in the vehicle database 250 as occupant information.

[0050] In response to determining the seating area profile and the presence of occupants, the processor 246 may be configured to correlate the seating area profile and the presence of occupants and determine respective seating areas potentially occupied by the occupants and potentially vacant seating areas in the vehicle 202.

[0051] Additionally, the processor 246 may generate an occupant profile (as in block 510 of Fig. 5) of each occupant in the vehicle 202 based on processing the radar response signals. In particular, the processor 246 may "characterize" each occupant based on processing the radar response signals. For example, the processor 246 may characterize the occupant type (e.g., human, pet, or an object), the occupant physiology (adult or child, large or small occupant, and / or the like), etc. based on processing the radar response signals. In some aspects, the processor 246 may store such information in the vehicle database 250 as occupant information.

[0052] In further aspects, processor 246 may perform one or more actions in response to determining respective seating areas potentially occupied by the occupants and potentially vacant seating areas within vehicle 202 and / or an occupant characteristic. For example, processor 246 may control the operation of one or more vehicle components based on the determination described above. Examples of controlling the operation of vehicle components are described below. The following examples should not be construed as limiting the scope of the present disclosure.

[0053] In some aspects, processor 246 may be configured to perform dynamic seating adjustment based on the determination described above, as depicted in block 512. As described above, processor 246 determines respective seating areas potentially occupied by the occupants and potentially vacant seating areas within vehicle 202. Based on such a determination, processor 246 may determine an updated seating area profile for one or more seating areas. In other words, processor 246 may determine an updated legroom for different seating areas 402, an updated recline for different seating areas 402, etc., based on potentially occupied and vacant seating areas.

[0054] In response to determining the updated seating area profile for each seating area, processor 246 may initiate a seating area adjustment based on the updated seating area profile. For example, processor 246 may transmit one or more command signals to BCM 224 to move a seating area (e.g., seating area 402b) rearward when no occupant is in seating area 402c to provide more legroom for an occupant seated in seating area 402b. Thus, processor 246 may dynamically adjust the seating area profile based on whether or not an occupant is seated in the seating area.

[0055] In further aspects, processor 246 may correlate the occupant profile and the seating area profile and perform a seating area adjustment based on the correlation. For example, processor 246 may adjust seating area 402 to provide more legroom for an adult seated in vehicle 202 compared to a child seated in vehicle 202. Similarly, processor 246 may adjust the seating area to provide more legroom if a tall adult may be seated in seating area 402.

[0056] In additional aspects, the processor 246 may be configured to control the HVAC system of the vehicle based on the presence of occupants in the seating area 402, as in block 514 of Fig. 5. For example, when no occupant is seated in the seating area 402c, the processor 246 may control the HVAC system such that no air is directed toward the seating area 402c, thereby conserving vehicle energy.

[0057] As described above, the processor 246 may be configured to monitor the vehicle interior portion based on the processing of the radar response signals, which is indicated as block 516 in Fig. 5. In some aspects, the processor 246 may monitor the vehicle interior portion when a vehicle ignition may be off (or during ignition-off scenarios). The processor 246 may monitor the vehicle interior portion during ignition-off scenarios and, based on the monitoring of the vehicle interior portion, may determine the presence of objects (such as items or occupants left in the vehicle 202). In response to determining whether an item or occupant may have been left in the vehicle 202, the processor 246 may be configured to perform one or more actions. For example, in this case, the processor 246 may transmit a notification to the mobile device 212 associated with the user 214 to indicate the presence of the object in the vehicle 202.

[0058] In further aspects, processor 246 may be configured to determine that vehicle 202 may be in a standby mode. In response to a determination that vehicle 202 may be in the standby mode, processor 246 may deactivate modules associated with unoccupied seating areas and may maintain modules associated with the driver seating area in an operating state.

[0059] In further aspects, the processor 246 may be configured to trigger one or more vehicle components based on the detection of an object within the vehicle 202. For example, the processor 246 may control a vehicle camera 404 (in Fig. 4) which are shown in Fig. 5 as block 518, when the processor 246 determines that an occupant (e.g., a child or pet) may have been left in the vehicle 202 when the vehicle ignition may be off. The processor 246 may trigger (or turn on) the vehicle camera 404 to monitor occupant activity / movement in response to determining the presence of occupants. In additional aspects, the processor 246 may transmit images / videos captured by the vehicle camera 404 to the mobile device 212 via the transceiver 244.

[0060] Fig. 6 depicts a flowchart of an exemplary method 600 for controlling the vehicle 202 using the UWB transceivers A5, A6 and the BUN in accordance with the present disclosure. Fig. 6 can be seen with continued reference to the preceding figures, which show the Fig. 1-5. The following process is exemplary and not limited to the steps described below. Moreover, alternative embodiments may include more or fewer steps than shown or described herein, and may include these steps in an order that differs from the order described in the following exemplary embodiments.

[0061] With reference to Fig. 6, the method 600 may begin at step 602. At step 604, the method 600 may include the processor 246 turning on the UWB transceiver (e.g., UWB transceiver A5, A6, and / or the BUN) in the first mode. In the first mode, the processor 246 may cause the UWB transceiver A5 to perform PaaK localization (e.g., for the first predetermined duration), as described above.

[0062] At step 606, the method 600 may include receiving, by the processor 246, a trigger signal to switch the UWB transceiver A5 from the first mode to the second mode. In the second mode, the processor 246 may cause the UWB transceiver A5 to perform a radar acquisition (e.g., during the second predetermined duration). At step 608, the method 600 may include causing the processor 246 to transmit a radar pulse signal in response to receiving the trigger signal.

[0063] At step 610, the method 600 may include receiving, by the processor 246, a radar response signal reflected by one or more targets / objects (e.g., a target location such as a seating area 402, occupants, etc.) within the vehicle 202 in response to the transmitted radar pulse signal. At step 612, the method 600 may include determining, by the processor 246, the seating area profile and the presence of occupants in the seating area based on the reflected radar response signal, as described above. At step 614, the method 600 may perform a seating area adjustment based on the processor 246's estimation of the seating area profile and the presence of occupants.

[0064] The method 600 may end at step 616.

[0065] In the foregoing disclosure, reference has been made to the accompanying drawings, which form a part hereof, and illustrate specific implementations in which the present disclosure may be practiced. It is understood that other implementations may be utilized and structural changes may be made without departing from the scope of the present disclosure. References in the specification to "one embodiment," "an embodiment," etc., indicate that the described embodiment may include a particular feature, construction, or characteristic, but not every embodiment necessarily includes that particular feature, structure, or characteristic. Furthermore, such phrases do not necessarily refer to the same embodiment.Furthermore, if a feature, construction, or characteristic is described in connection with one embodiment, those skilled in the art will recognize such a feature, construction, or characteristic in connection with other embodiments, whether or not expressly described.

[0066] Furthermore, the functions described in this document may be performed in one or more of hardware, software, firmware, digital components, or analog components. For example, one or more application-specific integrated circuits (ASICs) may be programmed to perform one or more of the systems and procedures described in this document. Certain terms used throughout the specification and claims refer to specific system components. Those skilled in the art will understand that the components may be referred to by other names. This document does not intend to distinguish between components that differ in name but not in function.

[0067] It is also understood that the word "example," as used in this document, is intended to be non-exclusive and non-limiting. More specifically, the word "example," as used in this document, indicates one of several examples, and it is understood that no undue emphasis or preference is placed on the specific example described.

[0068] A computer-readable medium (also referred to as a processor-readable medium) includes any non-transitory (e.g., physical) medium that participates in providing data (e.g., instructions) that can 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-transitory media and volatile media. Computing devices may include computer-executable instructions, where the instructions may be executable by one or more computing devices, such as those listed above, and may be stored on a computer-readable medium.

[0069] With respect to the processes, systems, methods, heuristics, etc. described in this specification, it is understood that although the steps of such processes, etc., have been described as occurring according to a certain ordered sequence, such processes could be practiced with the described steps performed in an order different from the order described in this specification. Furthermore, it is understood that certain steps could be performed concurrently, other steps could be added, or certain steps described in this specification could be omitted. In other words, the descriptions of processes in this specification are for the purpose of illustrating various embodiments and should in no way be construed to limit the claims.

[0070] Accordingly, it is to be understood that the foregoing description is intended to be illustrative and not restrictive. Many embodiments and applications other than the examples listed will become apparent from a reading of the foregoing description. The scope should be determined not by reference to the foregoing description, but instead by reference to the appended claims, along with the full range of equivalents to which such claims are entitled. It is anticipated and intended that there will be future developments in the art discussed herein and that the disclosed systems and methods will be incorporated into such future embodiments. Overall, it is understood that the application is susceptible to modification and variation.

[0071] All terms used in the claims are intended to have their general meaning as known to one of ordinary skill in the art to which the technologies described in this specification apply, unless expressly stated otherwise herein. In particular, the use of the singular articles, such as "a," "an," "the," "the," "the," etc., is intended to refer to one or more of the specified elements, unless a claim expressly limits otherwise.Conditional language, such as "may," "could," "may," or "may possibly," is generally intended to convey that certain embodiments may include certain features, elements, and / or steps, while other embodiments may not include them, unless specifically stated otherwise or clear from the particular context used. Thus, such conditional language is generally not intended to imply that features, elements, and / or steps are in any way required for one or more embodiments.

[0072] In one aspect of the invention, the method includes: causing the UWB transceiver to operate in the second mode for performing radar detection in the first UWB cycle during a second predetermined time period; and causing the UWB transceiver to transmit the radar pulse signal during the second predetermined time period.

[0073] In one aspect of the invention, the method includes causing the UWB transceiver to sample a location response signal during a third predetermined time period in the second UWB cycle.

[0074] In one aspect of the invention, the method includes causing the UWB transceiver to sample a radar response signal during a fourth predetermined time period in the second UWB cycle.

[0075] In one aspect of the invention, the method includes controlling a heating, ventilation, and air conditioning (HVAC) system of the vehicle based on the presence of occupants in the seating area.

[0076] According to the present invention, a non-transitory computer-readable storage medium is provided having stored thereon instructions that, when executed by a processor, cause the processor to: enable an ultra-wideband (UWB) transceiver in a first mode, the UWB transceiver configured to operate in the first mode and a second mode, and the UWB transceiver configured to perform phone-as-key (PaaK) location in the first mode and radar detection in the second mode; receive a trigger signal to switch the UWB transceiver from the first mode to the second mode; cause the UWB transceiver to transmit a radar pulse signal in response to receiving the trigger signal; receive a radar response signal reflected from a target location within a vehicle;Determining a seating area profile associated with a seating area and the presence of occupants in the seating area based on the radar response signal; and performing a seating area adjustment based on the determination of the seating area profile and the presence of occupants.

Claims

[1] Vehicle comprising: an ultra-wideband (UWB) transceiver configured to operate in a first mode and a second mode, the UWB transceiver configured to perform phone-as-key (PaaK) localization in the first mode and radar detection in the second mode; a memory configured to store computer-executable instructions; and a processor configured to access the memory and execute the computer-executable instructions to: Switching on the UWB transceiver in the first mode; Receiving a trigger signal for switching the UWB transceiver from the first mode to the second mode; causing the UWB transceiver to transmit a radar pulse signal in response to receiving the trigger signal; Receiving a radar response signal reflected from a target location within the vehicle; Determining a seating area profile associated with a seating area and the presence of occupants on the seating area based on the radar response signal; and Performing a seating area adjustment based on determining the seating area profile and the presence of occupants. [2] The vehicle of claim 1, wherein the seating area profile includes information associated with foot space and legroom. [3] The vehicle of claim 1, wherein the processor is further configured to: Determining an occupant profile based on the radar response signal; Correlating the occupant profile with the seating area profile; and Perform seating area adjustment based on correlation. [4] The vehicle of claim 1, wherein the processor is further configured to cause the UWB transceiver to perform PaaK radar localization and acquisition in a first UWB cycle and a second UWB cycle. [5] The vehicle of claim 4, wherein the processor is further configured to: causing the UWB transceiver to operate in the first mode for a first predetermined period of time to perform the PaaK localization in the first UWB cycle; and Causing the UWB transceiver to transmit a UWB location signal during the first predetermined period of time. [6] The vehicle of claim 4, wherein the processor is further configured to: causing the UWB transceiver to operate in the second mode for a second predetermined period of time to perform radar detection in the first UWB cycle; and Causing the UWB transceiver to transmit a radar pulse signal during the second predetermined period of time. [7] The vehicle of claim 5, wherein the processor is further configured to cause the UWB transceiver to sample a location response signal during a third predetermined period of time in the second UWB cycle. [8] The vehicle of claim 6, wherein the processor is further configured to cause the UWB transceiver to sample the radar response signal during a fourth predetermined period of time in the second UWB cycle. [9] The vehicle of claim 1, wherein the processor is further configured to control a heating, ventilation, and air conditioning (HVAC) system of the vehicle based on the presence of occupants in the seating area. [10] The vehicle of claim 1, wherein the processor is further configured to: Monitoring a vehicle interior portion based on the radar response signal when a vehicle ignition is off, wherein the monitoring comprises detecting the presence of objects in the vehicle interior portion; and Performing one or more actions in response to detecting the presence of objects. [11] A method for controlling a vehicle, the method comprising: Turning on, by a processor, an ultra-wideband (UWB) transceiver in a mode, wherein the UWB transceiver is configured to operate in the first mode and a second mode, and wherein the UWB transceiver is configured to perform phone-as-key (PaaK) location in the first mode and radar detection in the second mode; Receiving a trigger signal for switching the UWB transceiver from the first mode to the second mode by the processor; causing the UWB transceiver, by the processor, to transmit a radar pulse signal in response to receiving the trigger signal; Receiving, by the processor, a radar response signal reflected from a target location within the vehicle; Determining, by the processor, a seating area profile associated with a seating area and the presence of occupants on the seating area based on the radar response signal; and Performing a seating area adjustment based on the processor's determination of the seating area profile and the presence of occupants. [12] The method of claim 11, wherein the seating area profile includes information associated with foot space and legroom. [13] The method of claim 11, further comprising: Determining an occupant profile based on the radar response signal; Correlating the occupant profile with the seating area profile; and Perform seating area adjustment based on correlation. [14] The method of claim 11, further comprising causing the UWB transceiver to perform PaaK localization and detection by radar in a first UWB cycle and a second UWB cycle. [15] The method of claim 14, further comprising: causing the UWB transceiver to operate in the first mode for a first predetermined period of time to perform the PaaK localization in the first UWB cycle; and Causing the UWB transceiver to transmit a UWB location signal during the first predetermined period of time.

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