Vehicle antenna switching system and method

Abstract

Providing a vehicle antenna switching system and method. [Solution] An exemplary embodiment of a telematics system for a vehicle is disclosed. The exemplary telematics system comprises a plurality of antennas capable of transmitting and receiving radio signals, and a telematics unit configured to select one antenna from the plurality of antennas based on network information and dynamic vehicle information, and to connect the selected antenna to the telematics unit for transmitting and / or receiving radio signals via the selected antenna.

Description

Technical Field

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[0001] Cross - reference to Related Applications This application claims priority to U.S. Provisional Application No. 63 / 709,367, filed on October 18, 2025, entitled "SYSTEMS AND METHODS FOR ANNTENNA SWITCHING FOR A VEHICLE", the entire contents of which are incorporated herein by reference for all purposes.

[0002] This disclosure relates to the field of vehicle communication systems, and more particularly, to antenna systems for vehicles.

Background Art

[0003] A telematics control unit (TCU) or telematics unit is a system within a vehicle that can wirelessly connect the vehicle to various network services via various types of networks such as cellular, Wi - Fi, Bluetooth®. Such systems can also, for example, control wireless tracking, diagnostics, and communication between vehicles. In some examples, the TCU can collect telemetry data from the vehicle, such as position, speed, engine data, connection quality, etc., from various subsystems via data and control buses. Such TCU systems can collect and communicate signal data using an antenna connected to the TCU.

Summary of the Invention

Means for Solving the Problems

[0004] An exemplary embodiment of a telematics system for a vehicle is disclosed. The exemplary telematics system comprises a plurality of antennas capable of transmitting and receiving radio signals, and a telematics unit configured to select one antenna from the plurality of antennas based on network information and dynamic vehicle information, and to connect the selected antenna to the telematics unit for transmitting and / or receiving radio signals through the selected antenna.

[0005] Furthermore, a method for a vehicle telematics system is disclosed. An exemplary method for a vehicle telematics system includes: obtaining network information and dynamic vehicle information relating to the current and / or predicted signal quality of radio signals transmitted from and / or received by the vehicle; determining the shaping of the radiation patterns of multiple antennas of the vehicle based on the network information and dynamic vehicle information; and shaping the radiation patterns of the multiple antennas according to the determined shaping. The present invention provides, for example, the following items: (Item 1) A telematics system for vehicles, Multiple antennas capable of transmitting and receiving wireless signals, The telematics unit is configured to select one antenna from a plurality of antennas based on network information and dynamic vehicle information, and to connect the selected antenna to the telematics unit for transmitting and / or receiving radio signals via the selected antenna. A telematics system, including a telematics system. (Item 2) The telematics system described in the above item, wherein the network information includes static and / or historical information relating to a mobile network and / or satellite network to which the vehicle is configured to connect. (Item 3) The telematics system described in any one of the above items includes, for example, the current quality of the radio signal, the direction of vehicle operation, the vehicle path, the current vehicle position, information indicating nearby terrain, and / or sensor output. (Item 4) The telematics system described in any one of the above items, wherein the sensor output includes camera data, radar data, and / or lidar data. (Item 5) A telematics system comprising any one of the above items, wherein the plurality of antennas include a first subset of antennas and a second subset of antennas. (Item 6) The telematics system according to any one of the above items, wherein the telematics unit includes an antenna controller having a first switch and a second switch, the first switch being configured to connect the telematics unit to one selected from a subset of the first switch, and the second switch being configured to connect the telematics unit to one selected from a subset of the second switch, thereby causing the first switch or the second switch to operate to connect the selected antenna to the telematics unit. (Item 7) The telematics system according to any one of the above items, wherein at least a portion of the plurality of antennas have radiation patterns optimized for different fixed directions. (Item 8) The telematics system according to any one of the above items, wherein the telematics unit includes a smart antenna manager, the smart antenna manager is configured to process the network information and the dynamic vehicle information using a deterministic model or a neural network-based model to determine one or more antenna selection parameters. (Item 9) The telematics system according to any one of the above items, wherein the one or more antenna selection parameters include beam direction coordinates having azimuth and elevation values. (Item 10) A method for a telematics system for vehicles, To acquire network information and dynamic vehicle information relating to the current and / or predicted signal quality of radio signals transmitted from and / or received by the vehicle, Based on the network information and the dynamic vehicle information, the shaping of the radiation patterns of the vehicle's multiple antennas is determined. The radiation patterns of the plurality of antennas are shaped according to the shape determined above, Methods that include... (Item 11) The method according to any one of the above items, wherein shaping the radiation pattern includes selecting one antenna from a plurality of antennas of the vehicle based on the network information and the dynamic vehicle information, and transmitting and / or receiving a radio signal through the selected antenna. (Item 12) The method according to any one of the above items, wherein the plurality of antennas include a phased array antenna comprising an array of antenna elements, and shaping the radiation pattern includes adjusting the phase and / or gain of each RF signal output by each antenna element of the phased array antenna. (Item 13) The method according to any one of the above items, wherein determining the shaping of the radiation patterns of the plurality of antennas of the vehicle based on the network information and the dynamic vehicle information includes determining the shaping of the radiation patterns such that the shaping of the radiation patterns is aligned with the expected beam direction based on the expected beam direction determined based on the network information and the dynamic vehicle information. (Item 14) The expected beam direction is determined from the network information and the dynamic vehicle information using a deterministic model or a neural network model, according to the method described in any one of the above items. (Item 15) A method for controlling an antenna in a vehicle's telematics system, To acquire network information including base station maps and satellite constellation data, To acquire dynamic vehicle information, including current signal quality and vehicle parameters, To determine the selected antenna configuration, the network information and the dynamic vehicle information are processed using the smart antenna manager, Based on the selected antenna configuration, the antenna selection or beam direction of one or more antennas of the vehicle is controlled. Methods that include... (Item 16) The method according to any one of the above items, wherein processing the network information and the dynamic vehicle information is performed by a deterministic model that applies weighted scoring to combine the network information and the dynamic vehicle information. (Item 17) The method according to any one of the above items, wherein processing the network information and the dynamic vehicle information includes processing the network information and the dynamic vehicle information by a multilayered neural network in order to determine beam direction coordinates. (Summary) An exemplary embodiment of a telematics system for a vehicle is disclosed. The exemplary telematics system comprises a plurality of antennas capable of transmitting and receiving radio signals, and a telematics unit configured to select one antenna from the plurality of antennas based on network information and dynamic vehicle information, and to connect the selected antenna to the telematics unit for transmitting and / or receiving radio signals through the selected antenna.

[0006] The present disclosure can be better understood by reading the following description of non-limiting embodiments with reference to the accompanying drawings.

Brief Description of the Drawings

[0007] [Figure 1] A schematic diagram depicting an exemplary vehicle-to-vehicle communication system according to one or more embodiments of the present disclosure is shown.

[0008] [Figure 2] An exemplary partial view of a vehicle interior according to one or more embodiments of the present disclosure is shown.

[0009] [Figure 3] An exemplary in-vehicle computing system according to one or more embodiments of the present disclosure is shown.

[0010] [Figure 4] It is a block diagram showing an exemplary antenna control system. [Figure 5] It is a block diagram showing an exemplary antenna control system.

[0011] [Figure 6] It is a block diagram showing an exemplary process for antenna selection and / or control. [Figure 7] It is a block diagram showing an exemplary process for antenna selection and / or control.

Modes for Carrying Out the Invention

[0012] As described above, telematics systems are used to provide telecommunications and cellular connectivity for vehicles. This disclosure describes a telematics system for vehicles that establishes communication between a vehicle and other vehicles in the same or similar geographical area or external service via a relay tower or base station. A communication system, such as the system shown in Figure 1, illustrates one such example of a system that can provide communication between a vehicle and an external service. Furthermore, as described herein, a telematics unit may be connectable to multiple antennas.

[0013] In automotive radio applications, there are situations where it is desirable or necessary to modify the antenna radiation pattern to suit the specific location of the vehicle in order to maintain optimal quality of service parameters. One example of this is an urban canyon, where it may be desirable to focus the antenna radiation pattern of a Global Navigation Satellite System (GNSS) antenna along the canyon rather than using an omnidirectional pattern. This increases the number of visible satellites near the horizon and avoids multipath problems caused by satellite signals being reflected from nearby tall buildings.

[0014] Furthermore, especially in 5G where beamforming from the mobile side is permitted by the network, there are other situations where focusing the radiation pattern of cellular antennas toward the serving cell is beneficial. The same concept also applies to non-terrestrial networks (NTN) and Satcom networks where beamforming is utilized.

[0015] The radiation pattern varies significantly depending on the position of the antenna within the vehicle. Having multiple antennas in different locations within the vehicle and using software to switch between different antennas via the telematics control unit (TCU) is useful in situations where the antenna radiation pattern needs to be adapted according to the vehicle's position relative to the base station or satellite to improve signal reception and thus antenna performance. While such reshaping of the antenna radiation pattern can be done with phased array antennas (PSAs), PSAs are narrowband and cannot cover the entire range of frequencies of interest to automotive TCUs.

[0016] Accordingly, according to embodiments disclosed herein, a vehicle may include multiple antennas having radiation patterns optimized for different fixed directions. The antennas may be switched to the TCU as needed using a smart antenna manager. The smart antenna manager may select an appropriate antenna for the current vehicle position / situation determined based on various vehicle information (e.g., camera data, GNSS position data, serving cell ID / physical location). In some examples, the smart antenna manager may include an artificial intelligence / machine learning-based model (such as a neural network) to select the appropriate antenna based on the vehicle information. This allows the antenna radiation pattern to be shaped to suit the situation the vehicle is facing. Furthermore, in some examples, the antennas may be phased array antennas, and the smart antenna manager may be configured to control the phase and gain of the RF signals output by each antenna / element in order to shape the antenna radiation pattern based on the vehicle situation.

[0017] Referring to Figure 1, an exemplary operating environment is shown that includes a vehicle-to-vehicle communication system 10 that can be used to implement the method disclosed herein. The vehicle-to-vehicle communication system 10 generally includes one or more telematics-equipped vehicles 12, one or more radio carrier systems 14, and one or more remote servers 16. In some examples, the vehicle-to-vehicle communication system 10 may further include various personal radio devices 22 and a Short Message Service Center (SMSC) 24. Referring to Figures 6 and 7, it should be understood that the process disclosed below can be used by any number of different systems and is not particularly limited to the operating environment shown herein. Therefore, the following paragraphs briefly provide an outline of one configuration that may occur to provide radio communication between each vehicle 12 and between the vehicles 12 and the remote servers 16. However, it should be recognized that other systems not shown herein can also be used to perform the disclosed method.

[0018] In the illustrated embodiment, vehicle 12 is depicted as a passenger car, but it should be understood that any other vehicle, including motorcycles, trucks, sport utility vehicles (SUVs), campervans (RVs), ships, aircraft, etc., may also be used. Some of the vehicle electronics 28 are generally shown in Figure 1. A more detailed description of exemplary vehicle electronics that may be included in vehicle 12 is shown below with reference to Figures 2 to 5. The vehicle electronics 28 may include a telematics unit 30 (also called a TCU), a microphone 32, one or more push buttons or other control inputs 34, an audio system 36, a visual display 38, and a navigation module 40, as well as one or more of several vehicle system modules (VSMs) 42. Some of these devices, for example, the microphone 32 and push buttons 34, may be directly connected to the telematics unit 30, while others may be indirectly connected using one or more network connections, such as a communications bus 44 or an entertainment bus 46. Examples of appropriate network connections include, to name a few, CAN (controller area network), MOST (media-oriented system transfer), LIN (local interconnection network), local area network (LAN), and other suitable connections such as Ethernet®, or others that comply with known ISO, SAE, and IEEE standards and specifications.

[0019] The telematics unit 30 is an OEM or aftermarket device that enables the vehicle 12 to receive and / or transmit radio signals corresponding to voice, text, and / or other data. Therefore, the telematics unit 30 can transmit and / or receive radio signals (e.g., electromagnetic waves), such as Wi-Fi, Bluetooth®, radio, and cellular. Thus, the telematics unit 30 may also be called a transceiver 30, as it may be capable of both transmitting and receiving radio signals. Radio signals generated by the telematics unit 30 of the vehicle 12 can be transmitted to one or more of the vehicle 12 and the cellular tower 16, and received by one or more of the vehicle 12 and the remote server 16. Thus, each of the vehicles 12 can radio communicate with each other via the telematics unit 30 to transmit and / or receive information between vehicles. Furthermore, each of the vehicles 12 can radio communicate with the remote server 16 to transmit and / or receive information between them.

[0020] Wireless communication between the remote server 16 and the vehicle 12 can be maintained even when the distance between the server 16 and the vehicle 12 is long by including a relay tower 70. Each of the towers 70 may include transmitting and receiving antennas for relaying wireless signals between the remote server 16 and the vehicle 12.

[0021] However, it should be understood that in some cases, the relay tower 70 may not be included in the communication system 10, and the vehicles 12 may communicate wirelessly with the remote server 16 directly. Furthermore, if one or more of the vehicles 12 are at a sufficient distance from the remote server 16, and / or if terrain (e.g., mountains) prevents the transmission of wireless signals between them, one or more vehicles 12 may not communicate wirelessly with the server 16.

[0022] Additionally or alternatively, the communication system 10 may utilize satellite communication to provide unidirectional or bidirectional communication between one or more of the vehicles 12 and the remote server 16. This can be done using one or more communication satellites 62 and an uplink transmitting station 64. Unidirectional communication could be, for example, a satellite radio service, in which programming content (news, music, etc.) is received by the transmitting station 64, packaged for uploading, and then transmitted to the satellite 62, which broadcasts the programming to subscribers. Furthermore, in some examples, each of the vehicles 12 may also wirelessly transmit information to the satellite 62, which then broadcasts that information to the server 16.

[0023] Therefore, each of the vehicles 12 may communicate with one or more of the following: the remote server 16, other telematics-equipped vehicles 12, or any other entity or device capable of transmitting and / or receiving radio signals. The telematics unit 30 enables the vehicles to provide a number of different services, including those related to messaging, navigation, telephone, emergency assistance, diagnostics, infotainment, and the like. Data can be transmitted via a data connection, for example, via a packet switching connection, or via a voice channel using techniques already known in the art. In the case of combined services that include both voice and data communication, the system may utilize a single call via a voice channel and switch between voice and data transmission via the voice channel as needed, which can be done using techniques known to those skilled in the art.

[0024] According to one embodiment, the telematics unit 30 utilizes a wireless modem 50 for data transmission, an electronic processing device 52, one or more digital memory devices 54, and one or more antennas 56. It should be understood that the modem can either be implemented via software or be a separate hardware component located inside or outside the telematics unit 30. The modem can operate using any number of different standards or protocols, such as EVDO, CDMA, GPRS, and EDGE. Wireless networking between the vehicle 12 and other network devices can also be performed using the telematics unit 30. For this purpose, the telematics unit 30 can be configured to communicate wirelessly according to one or more wireless protocols, such as IEEE 802.11 protocol, WiMAX, or Bluetooth®. When used for packet-switching data communication such as TCP / IP, the telematics unit 30 can be configured with a static IP address, or it can be set up to automatically receive an assigned IP address from another device on the network, such as a router, or from a network address server.

[0025] The processor 52 can be any type of device capable of processing electronic instructions, including microprocessors, microcontrollers, host processors, controllers, vehicle communication processors, and application-specific integrated circuits (ASICs). It can be a dedicated processor used exclusively for the telematics unit 30, or it can be shared with other vehicle systems. The processor 52 executes various types of digitally stored instructions, such as software or firmware programs stored in memory 54, which enable the telematics unit 30 to provide a wide variety of services. For example, the processor 52 can execute programs or process data to perform at least some of the methods described herein.

[0026] The telematics unit 30 can be used to provide a variety of vehicle services with wireless communication to the vehicle 12. Such services may include remote control of specific vehicle functions using the VSM 42, turn-by-turn route guidance and other navigation-related services provided in combination with the navigation module 40, other emergency or roadside assistance-related services provided in conjunction with one or more collision sensor interface modules such as airbag deployment notifications and a body control module (not shown), diagnostic reports using one or more diagnostic modules, and infotainment-related services such as music, web pages, movies, television programs, video games and / or other information downloaded by an infotainment module (not shown) and stored for playback now or later. The services described above are by no means a complete list of all the functions of the telematics unit 30, but merely an enumeration of some of the services that an exemplary telematics unit may provide. Furthermore, while several possibilities are listed, it should be understood that at least some of the modules described above may be implemented in the form of software instructions stored inside or outside the telematics unit 30, or as hardware components located inside or outside the telematics unit 30, or may be integrated with and / or shared with other systems located throughout the vehicle 12. If the modules are implemented as VSM42 located outside the telematics unit 30, they may exchange data and commands with the telematics unit 30 using the communication bus 44.

[0027] In some examples, the antenna 56 of the telematics unit 30 includes two or more antennas positioned at different locations on the vehicle. For example, one or more antennas may be positioned within a shark fin on the roof of the vehicle. Other antennas may be positioned within the windshield and / or rear window. In further examples, one or more antennas may be in the form of a flexible printed circuit board having antenna traces. In such examples, the antenna(s) may be positioned on a glass surface, such as the vehicle's windshield, rear window, glass roof, and / or other glass windows. In some examples, the antenna 56 may include a phased array antenna, such as an array of eight or sixteen antennas spaced at an appropriate distance (which may depend on the lowest frequency supported by the antennas). The antenna 56 may be configured for various different signal networks, such as cellular signals, Wi-Fi signals, and / or Global Navigation Satellite System (GNSS) signals. The antenna 56 may be configured for terrestrial networks, satellite networks, and / or NTN. Narrowband NTN (NB-NTN) networks utilize geostationary satellites. The frequencies used are within the L and S bands. UE devices supporting NB-NTN use the same cellular antennas as those used for terrestrial networks (TN). The same terrestrial network antenna switching disclosed herein can be used for NB-NTN. Future NTNs may utilize low Earth orbit (LEO) satellites and require separate phased array antennas to enable beamforming and tracking of satellite motion. The frequencies proposed for these are within the FR2 band, 17–30 GHz. It should be understood that in at least some examples, antenna 56 may include two or more antennas for each different signaling network.

[0028] Antenna 56 may be coupled to the telematics unit 30 via a cable, via an antenna matching circuit, and / or directly. For example, the telematics unit 30 or the antenna matching circuit may be mounted on the inner surface of a metal surface of the vehicle (e.g., a metal roof) adjacent to the interface with the glass surface to which the antenna is mounted, so that the antenna can be directly coupled to the telematics unit or antenna matching circuit without a cable. The antenna matching circuit may be coupled to the telematics unit via a cable. The antennas may be spaced apart by any appropriate distance. The antenna matching circuit may include a rigid printed circuit board having an impedance matching function.

[0029] The navigation module 40 may be configured to support any suitable navigation system, such as GPS, GALILEO, GLONASS, or IRSSS. In an example where the navigation module 40 is a GPS navigation module, the module 40 receives signals from a constellation of GPS satellites 60. From these signals, the module 40 can determine the vehicle's position, which is used to provide navigation and other location-related services to the vehicle driver. Navigation information can be presented on the display 38 (or other displays in the vehicle) or verbatim, as is done when providing turn-by-turn navigation. Navigation services can be provided using a dedicated in-vehicle navigation module (which may be part of the navigation module 40), or some or all navigation services can be provided via the telematics unit 30, and the position information is transmitted to a remote location for the purpose of providing the vehicle with navigation maps, map annotations (points of interest, restaurants, etc.), route calculations, etc. The position information can be supplied to a remote server 16 for other purposes, such as fleet management.

[0030] Apart from the audio system 36 and the navigation module 40, the vehicle 12 may include other vehicle system modules (VSMs) 42 in the form of electronic hardware components that are located throughout the vehicle and typically receive inputs from one or more sensors and use the sensed inputs to perform diagnostic, monitoring, control, reporting, and / or other functions. Each of the VSMs 42 is preferably connected to other VSMs by a communication bus 44, as well as to a telematics unit 30, and can be programmed to perform diagnostic tests of vehicle systems and subsystems and to perform other functions. For example, one VSM 42 may be an engine control module (ECM) that controls various aspects of engine operation such as fuel ignition and ignition timing, another VSM 42 may be a powertrain control module that adjusts the operation of one or more components of the vehicle powertrain, and yet another VSM 42 may be a body control module that adjusts various electrical components located throughout the vehicle, such as the vehicle's power door locks. According to one embodiment, the ECM is equipped with an OBD (on-board diagnostic) feature, which provides a vast amount of real-time data, including from various sensors such as vehicle emission sensors, and a set of standardized DTCs (diagnostic trouble codes) that enable technicians to quickly identify and address malfunctions within the vehicle. As will be understood by those skilled in the art, the above VSM is only one example of a module that may be used in the vehicle 12, and many others are possible.

[0031] The vehicle electronics 28 may also include several vehicle user interfaces that provide the vehicle occupants with means of providing and / or receiving information, such as a microphone 32, push buttons 34, an audio system 36, and a visual display 38. As used herein, the term “vehicle user interface” broadly includes any suitable form of electronic device, including both hardware and software components, that is located on the vehicle 12 and enables the vehicle user to communicate with or through the components of the vehicle 12. In this description, the vehicle user may also be simply referred to as the user and / or vehicle operator. The microphone 32 provides an audio input to the telematics unit 30 to enable the driver or other occupants to provide voice commands and perform hands-free calls. For this purpose, it may be connected to an onboard automatic voice processing unit utilizing human-machine interface (HMI) technology known in the art. The push buttons 34 enable manual user input to the telematics unit 30 to provide data, responses, or control inputs. Separate push buttons may be used to initiate emergency calls and regular service assistance calls. The audio system 36 provides audio output to vehicle occupants and may be a dedicated standalone system or part of a main vehicle audio system. According to certain embodiments shown herein, the audio system 36 may be operably coupled to both the vehicle bus 44 and the entertainment bus 46 and may provide AM, FM, and satellite radio, CD, DVD, and other multimedia functions. This functionality may be provided in combination with or independently of the infotainment module described above. The visual display 38 is preferably a graphics display, such as a touchscreen on the instrument panel, a pop-up visual display, or a head-up display reflected in the windshield, and may be used to provide a number of input and output functions.Since the interface in Figure 1 is merely an example of one specific embodiment, various other vehicle user interfaces can also be used.

[0032] The remote server 16 may take the form of a mainframe computer, server computer, desktop computer, laptop computer, tablet computer, home entertainment computer, network computing device, mobile computing device, mobile communication device, game device, or the like.

[0033] The remote server 16 may include a logic subsystem 82 and a data retention subsystem 84. The remote server 16 may optionally include a display subsystem 86, a communication subsystem 88, and / or other components not shown in Figure 1. For example, the remote server 16 may also optionally include user input devices such as a keyboard, mouse, game controller, camera, microphone, and / or touchscreen.

[0034] The logic subsystem 82 may include one or more physical devices configured to execute one or more instructions. For example, the logic subsystem 82 may be configured to execute one or more instructions that are part of one or more applications, services, programs, routines, libraries, objects, components, data structures, or other logic constructs. Such instructions may be implemented to perform a task, implement a data type, transform the state of one or more devices, or otherwise achieve a desired result.

[0035] The logic subsystem 82 may include one or more processors configured to execute software instructions. Additionally or alternatively, the logic subsystem 82 may include one or more hardware or firmware logic machines configured to execute hardware or firmware instructions. The processors of the logic subsystem 82 may be single or multicore, and programs executed on them may be configured for parallel or distributed processing. The logic subsystem 82 may optionally include individual components distributed across two or more devices, which may be located remotely and / or configured for collaborative processing. For example, the logic subsystem 82 may include several engines for processing and analyzing data. These engines may be wirelessly connected to one or more databases to process data received from one or more of the vehicles 12. One or more embodiments of the logic subsystem 82 may be virtualized and run by a remotely accessible networked computing device configured in a cloud computing configuration.

[0036] The data retention subsystem 84 may include one or more physical, non-transient devices configured to hold data and / or instructions executable by the logic subsystem 82 in order to implement the methods and processes described herein. When such methods and processes are implemented, the state of the data retention subsystem 84 can be transformed (for example, to hold different data).

[0037] The data retention subsystem 84 may include removable media and / or built-in devices. The data retention subsystem 84 may also include optical memory (e.g., CD, DVD, HD-DVD, Blu-Ray® disc, etc.) and / or magnetic memory devices (e.g., hard drive disks, floppy disk drives, tape drives, MRAM, etc.). The data retention subsystem 84 may include devices having one or more of the following characteristics: volatile, non-volatile, dynamic, static, read / write, read-only, random access, sequential access, position addressable, file addressable, and content addressable. In some embodiments, the logic subsystem 82 and the data retention subsystem 84 may be integrated into one or more common devices, such as application-specific integrated circuits or system-on-a-chip.

[0038] It should be understood that the data retention subsystem 84 includes one or more physical, non-temporary devices. In contrast, in some embodiments, the instruction modes described herein may be propagated transiently by pure signals (e.g., electromagnetic signals) that are not retained by physical devices for at least a finite duration. Furthermore, data and / or other forms of information relating to this disclosure may be propagated by pure signals.

[0039] The remote server 16 may include one or more databases 85 within the data retention subsystem 84 to store processed support requests, vehicle location data, and vehicle operator preferences.

[0040] If included, the display subsystem 86 may be used to present a visual representation of the data held by the data retention subsystem 84. If the methods and processes described herein change the data held by the data retention subsystem 84, thereby transforming the state of the data retention subsystem 84, the state of the display subsystem 86 may similarly be transformed to visually represent the change in the underlying data. The display subsystem 86 may include one or more display devices utilizing substantially any type of technology. Such display devices may be combined with the logic subsystem 82 and / or the data retention subsystem 84 within a shared enclosure, or such display devices may be peripheral display devices.

[0041] If included, the communication subsystem 88 may be configured to couple the remote server 16 to communicate with one or more other computing devices, such as the vehicle 12. The communication subsystem 88 may include wired and / or wireless communication devices compatible with one or more different communication protocols. In non-limiting examples, the communication subsystem 88 may be configured to communicate over a wireless telephone network, a wireless local area network, a wired local area network, a wireless wide area network, a wired wide area network, and the like. In some embodiments, the communication subsystem 88 may enable the remote server 16 to send and / or receive messages to and from other devices over a network such as the public internet.

[0042] In some examples, the relay tower 70 may be configured as part of a wireless cellular network. In such examples, the communication system 10 may also include personal wireless devices 22, which may be, for example, mobile phones or other wirelessly wirelessly capable personal portable devices, including SMS messaging capabilities in the illustrated embodiment. The devices 22 may communicate with the relay tower 70 and send and receive other communications, such as voice calls, SMS messages, and possibly other communications, such as non-speech data, for the purpose of providing internet access, weather information, stock information, etc. Furthermore, the telematics unit 30 of each vehicle 12 may also be able to send and / or receive SMS messages and calls over the cellular network provided by the relay tower 70.

[0043] Therefore, the telematics unit 30 may utilize cellular communication in accordance with either GSM® or CDMA, and thus may include a standard cellular chipset for voice communication such as hands-free calling.

[0044] Furthermore, the communication system may include, in addition to one or more mobile switching centers (MSCs) 72, any other network components necessary to connect the radio carrier system 14 to the remote server 16. Thus, each of the relay towers 70 may include transmitting and receiving antennas and base stations, and base stations from different cell towers are connected to the MSCs 72 either directly or via intermediate equipment such as base station controllers. The radio carrier system 14 can implement any suitable communication technology, including, for example, analog technologies such as AMPS, or newer digital technologies such as CDMA (e.g., CDMA2000) or GSM® / GPRS. As will be understood by those skilled in the art, various cell tower / base station / MSC configurations are possible and can be used with the radio carrier system 14. For example, some possible configurations include, the base stations and cell towers may be located at the same site or remotely from each other, each base station may be able to respond to a single cell tower, or a single base station may serve various cell towers, and various base stations may be coupled to a single MSC.

[0045] The Short Message Service Center (SMSC) 24 preferably communicates with the relay tower 70 and is involved in the transmission of SMS messages. The SMSC 24 can operate according to the store-and-forward principle; that is, when a first user sends an SMS message addressed to a second user, the SMS message is stored in the SMSC until it becomes available for the second user to receive. In other embodiments, the SMSC employs a store-and-forget approach, attempting to pass the SMS message only once. These types of approaches allow users to send and receive SMS messages at any time, even if they are currently on a voice call. Naturally, it should be understood that the exemplary representation of the SMSC 24 is merely one example of a preferred configuration, and alternatively, the SMSC may be provided according to several other configurations known in the art. Generally, SMS messages sent to or from a vehicle 12 or wireless mobile device 22 are received and / or transmitted by the relay tower 70 and pass through the MSC 72 and SMSC 24 for processing and routing to a remote server 16.

[0046] An example interior of one of the vehicle compartments of vehicle 12 is shown below with reference to Figure 2.

[0047] Figure 2 shows an exemplary partial view of the interior of the passenger compartment 100 of a vehicle 102, which can seat a driver and / or one or more passengers, and is a kind of environment for a communication system for data synchronization. Vehicle 102 may be the same as or similar to vehicle 12 described above with reference to Figure 1. Vehicle 102 in Figure 2 may be a motor vehicle including drive wheels (not shown) and an internal combustion engine 104. The internal combustion engine 104 may include one or more combustion chambers that can receive intake air through an intake passage and expel combustion gases through an exhaust passage. Vehicle 102 may be a road-going automobile, among other types of vehicles. In some examples, vehicle 102 may include a hybrid propulsion system that includes an energy conversion device that can absorb energy from vehicle motion and / or the engine and convert the absorbed energy into an energy form suitable for storage by an energy storage device. Vehicle 102 may include an all-electric vehicle, a fuel cell to be incorporated, a solar energy capture element, and / or other energy storage systems for powering the vehicle.

[0048] As illustrated, the instrument panel 106 may include various displays and control devices accessible to the driver (also referred to as the user) of the vehicle 102. For example, the instrument panel 106 may include a touchscreen 108 of an in-vehicle computing system 109 (e.g., an infotainment system), an audio system control panel, and a group of instruments 110. The exemplary system shown in Figure 2 includes an audio system control device that can be operated via the user interface of the in-vehicle computing system 109, such as the touchscreen 108, without using a separate audio system control panel. In other embodiments, the vehicle may include an audio system control panel that may include control devices for conventional vehicle audio systems such as a radio, compact disc player, or MP3 player. The audio system control device may include a mechanism for controlling one or more aspects of the audio output via the speakers 112 of the vehicle speaker system. For example, the in-vehicle computing system or the audio system control device may control the volume of the audio output, the distribution of sound between the individual speakers of the vehicle speaker system, the equalization of the audio signal, and / or any other aspects of the audio output. In a further example, the in-vehicle computing system 109 can adjust radio station selection, playlist selection, audio input source (e.g., radio, CD, or MP3), etc., based on user input received directly via the touchscreen 108, or based on data about the user (such as the user's physical state and / or environment) received via an external device 150 and / or mobile device 128.

[0049] In some embodiments, one or more hardware elements of the in-vehicle computing system 109, such as a touchscreen 108, a display screen, various control dials, knobs and buttons, memory, a processor(s), and any interface elements (e.g., connectors or ports), may form an integrated head unit mounted on the vehicle's instrument panel 106. The head unit may be fixed to the instrument panel 106 or mounted detachably. In additional or alternative embodiments, one or more hardware elements of the in-vehicle computing system may be modular and mounted at multiple locations in the vehicle.

[0050] The passenger compartment 100 may include one or more sensors for monitoring the vehicle, the user, and / or the environment. For example, the passenger compartment 100 may include one or more seat-mounted pressure sensors configured to measure the pressure applied to the seats to determine the presence of a user, a door sensor configured to monitor the operation of the doors, a humidity sensor to measure the humidity content of the passenger compartment, a microphone for receiving user input in the form of voice commands, enabling the user to make a phone call, and / or measuring ambient noise within the passenger compartment 100. It should be understood that the above-mentioned sensors and / or one or more additional or alternative sensors may be positioned at any suitable location in the vehicle. For example, sensors may be positioned in the engine compartment, on the exterior of the vehicle, and / or at other suitable locations for providing information about the vehicle's operation, the vehicle's surroundings, the vehicle's user, etc. Information about the vehicle's surroundings, vehicle status, or the vehicle driver may also be received from external / separate sensors (i.e., not part of the vehicle system), such as sensors connected to external device 150 and / or mobile device 128.

[0051] The vehicle compartment 100 may also include one or more user objects, such as a mobile device 128, which is stored inside the vehicle before, during, and / or after the vehicle is moved. The mobile device 128 may include a smartphone, tablet, laptop computer, portable media player, and / or any suitable mobile computing device. The mobile device 128 may be connected to the in-vehicle computing system via a communication link 130. The communication link 130 may be wired (e.g., via Universal Serial Bus [USB], Mobile High Definition Link [MHL], High Definition Multimedia Interface [HDMI®], Ethernet®, etc.) or wireless (e.g., via Bluetooth®, Wi-Fi, Wi-Fi Direct Near Field Communication [NFC], cellular connectivity, etc.) and may be configured to provide bidirectional communication between the mobile device and the in-vehicle computing system. The mobile device 128 may include one or more wireless communication interfaces for connecting to one or more communication links (e.g., one or more of the communication link examples described above). The wireless communication interface may include one or more physical devices, such as antennas or ports coupled to data lines for carrying transmitted or received data, as well as one or more modules / drivers for operating the physical devices in accordance with other devices within the mobile device. For example, communication link 130 may provide sensor and / or control signals from various vehicle systems (such as a vehicle audio system and an environmental control system) and touchscreen 108 to the mobile device 128, and may provide control and / or display signals from the mobile device 128 to the in-vehicle systems and touchscreen 108. Communication link 130 may also supply power to the mobile device 128 from an in-vehicle power source to charge the mobile device's internal battery.

[0052] The in-vehicle computing system 109 may also be communicatively coupled to further devices (e.g., one or more external devices 150) located outside the vehicle 102 but operated and / or accessed by the user. In the illustrated embodiment, the external devices are located outside the vehicle 102, but in an alternative embodiment, it will be understood that the external devices may be located inside the passenger compartment 100. The external devices may include server computing systems, personal computing systems, portable electronic devices, electronic wristbands, electronic headbands, portable music players, electronic activity tracking devices, pedometers, smartwatches, navigation systems, and the like. The external devices 150 may be connected to the in-vehicle computing system via a communication link 136, which may be wired or wireless, as described with reference to communication link 130, and may also be configured to provide bidirectional communication between the external devices and the in-vehicle computing system. For example, the external devices 150 may include one or more sensors, and the communication link 136 may transmit sensor outputs from the external devices 150 to the in-vehicle computing system 109 and the touchscreen 108. The external device 150 may also store and / or receive information such as context data, user behavior / preferences, and operating rules, and may transmit such information from the external device 150 to the in-vehicle computing system 109 and the touchscreen 108.

[0053] The in-vehicle computing system 109 may analyze inputs received from external devices 150, mobile devices 128, and / or other input sources and selected settings of various in-vehicle systems (environmental control systems or audio systems), provide outputs via the touchscreen 108 and / or speaker 112, communicate with mobile devices 128 and / or external devices 150, and / or perform other actions based on the evaluation. In some embodiments, all or part of the evaluation may be performed by mobile devices 128 and / or external devices 150.

[0054] In some embodiments, one or more of the external devices 150 may be indirectly and communicatively coupled to the in-vehicle computing system 109 via the mobile device 128 and / or another external device 150. For example, the communication link 136 may communicatively couple the external devices 150 to the mobile device 128 so that the output from the external devices 150 is transmitted to the mobile device 128. The data received from the external devices 150 is then aggregated in the mobile device 128 with the data collected by the mobile device 128, and the aggregated data may then be transmitted to the in-vehicle computing system 109 and the touchscreen 108 via the communication link 130. Similar data aggregation may occur in a server system and then be transmitted to the in-vehicle computing system 109 and the touchscreen 108 via the communication links 136 / 130.

[0055] Figure 3 shows a block diagram of an in-vehicle computing system 200 configured and / or integrated inside the vehicle 201. The in-vehicle computing system 200 may be an example of the in-vehicle computing system 109 in Figure 2, and / or in some embodiments it may perform one or more of the methods described herein. In some embodiments the in-vehicle computing system may be a vehicle infotainment system configured to provide vehicle users with informational media content (including audio and / or visual media content, such as entertainment content and navigation services) to enhance the operator's in-vehicle experience. The vehicle infotainment system may include, or be linked with, various vehicle systems, subsystems, hardware components, and software applications and systems that are integrated into or can be integrated into the vehicle 201 to enhance the driver and / or passenger's in-vehicle experience.

[0056] The in-vehicle computing system 200 may be configured to detect the occurrence of an accident, impact, or mechanical malfunction in the vehicle 201 based on inputs received from various sensors in the vehicle 201. Furthermore, in some examples, the vehicle user may send a signal indicating that an impact, accident, mechanical malfunction, etc., has occurred via user input such as buttons or a touchscreen on the user interface 218.

[0057] The in-vehicle computing system 200 may include one or more processors, including an operating system processor 214 and an interface processor 220. The operating system processor 214 runs the operating system on the in-vehicle computing system and can control the input / output, display, playback, and other operations of the in-vehicle computing system. The interface processor 220 may interface with the vehicle control system 230 via a vehicle-to-vehicle system communication module 222.

[0058] The vehicle-to-vehicle system communication module 222 may, for example, receive data inputs from other vehicle components and systems 231 and 261 via the vehicle control system 230, while also outputting data to other vehicle systems 231 and vehicle control elements 261. When outputting data, the vehicle-to-vehicle system communication module 222 may provide signals via buses corresponding to outputs of any state of the vehicle, the vehicle's surroundings, or any other information sources connected to the vehicle. Vehicle data outputs may include, for example, analog signals (such as flow velocity), digital signals provided by individual information sources (such as clocks, thermometers, and position sensors such as Global Positioning System [GPS] sensors), and digital signals propagated via vehicle data networks (such as the engine's Controller Area Network [CAN] bus, which can communicate engine-related information; the environmental control CAN bus, which can communicate environmental control-related information; and the multimedia data network, which communicates multimedia data between multimedia components within the vehicle). For example, an on-board computing system may extract from the engine CAN bus the vehicle's flow velocity inferred by wheel sensors, the vehicle's power status via the vehicle's battery and / or power distribution system, and the status of the vehicle's ignition system. In addition, other means of communication, such as Ethernet®, may be used in a similar manner without departing from the scope of this disclosure.

[0059] A non-volatile storage device 208 may be included in the in-vehicle computing system 200 to store data such as instructions that can be executed by processors 214 and 220 in a non-volatile form. The storage device 208 may store application data and enable the in-vehicle computing system 200 to run applications to connect to and / or collect information for transmission to a cloud-based server (e.g., remote server 16 shown in Figure 1). The applications can retrieve information collected by vehicle systems / sensors, input devices (e.g., user interface 218), devices communicating with the in-vehicle computing system (e.g., mobile devices connected via Bluetooth® link), etc. The in-vehicle computing system 200 may further include volatile memory 216. The volatile memory 216 may be random-access memory (RAM). Non-volatile storage devices such as the non-volatile storage device 208 and the volatile memory 216 may store instructions and / or code that, when executed by a processor (e.g., the operating system processor 214 and / or interface processor 220), control the in-vehicle computing system 200 to perform one or more of the actions described herein.

[0060] The microphone 202 may be included in the in-vehicle computing system 200, for example, to receive voice commands from the user, measure ambient noise inside the vehicle, and determine whether the sound from the vehicle's speakers is adjusted according to the vehicle's acoustic environment. The voice processing unit 204 may process voice commands, such as voice commands received from the microphone 202. In some embodiments, the in-vehicle computing system 200 may also use microphones included in the vehicle's audio system 232 to receive voice commands and sample ambient vehicle noise.

[0061] One or more additional sensors may be included in the sensor subsystem 210 of the in-vehicle computing system 200. For example, the sensor subsystem 210 may include cameras such as a rear camera to assist the user in parking the vehicle and / or a cabin camera to identify the user (e.g., using facial recognition and / or user gestures). The sensor subsystem 210 of the in-vehicle computing system 200 may communicate with and receive inputs from various vehicle sensors, and may also receive user inputs. For example, inputs received by the sensor subsystem 210 may include gear position, clutch position, gas pedal input, brake input, gear selector position, vehicle speed, engine speed, airflow through the engine, ambient temperature, intake air temperature, etc., as well as inputs from environmental control system sensors (heat transfer fluid temperature, antifreeze temperature, fan rotation speed, passenger compartment temperature, desired passenger compartment temperature, ambient humidity, etc.), a voice sensor to detect voice commands issued by the user, and a fob sensor to receive commands from the geographical location / proximity of vehicle fobs and optionally track them. A particular vehicle system sensor may communicate with the sensor subsystem 210 independently, while other sensors may communicate with both the sensor subsystem 210 and the vehicle control system 230, or indirectly with the sensor subsystem 210 via the vehicle control system 230. The navigation subsystem 211 of the in-vehicle computing system 200 may generate and / or receive navigation information such as location information (e.g., via GPS sensors and / or other sensors from the sensor subsystem 210), road directions, traffic information, and point of interest (POI) identification, and / or provide other navigation services to the driver.

[0062] The external device interface 212 of the in-vehicle computing system 200 can connect to and / or communicate with one or more external devices 240 located outside the vehicle 201. Although the external devices are indicated as being located outside the vehicle 201, it should be understood that they may be temporarily housed inside the vehicle 201, such as when a user is operating an external device while operating the vehicle 201. In other words, the external devices 240 are not essential to the vehicle 201. The external devices 240 may include a mobile device 242 (for example, connected via Bluetooth®, NFC, Wi-Fi Direct, or other wireless connection) or an alternative Bluetooth®-enabled device 252. Examples of mobile devices 242 include mobile phones, smartphones, wearable devices / sensors, or other portable electronic devices that can communicate with the in-vehicle computing system via wired and / or wireless communication. Other external devices include external services 246. For example, external devices may include off-vehicle devices located outside the vehicle, away from the vehicle. Other external devices include external storage devices 254, such as solid-state drives, pen drives, and USB drives. For example, the external storage device 254 may include the server 16 described above, with reference to Figure 1.

[0063] Therefore, the external storage device 254 may receive a request for assistance from the in-vehicle computing system 200. The operating system processor 214 may determine, based on the output received from the vehicle sensors, whether another type of emergency has occurred, such as an accident, mechanical and / or electrical malfunction, or a medical emergency for the occupants. Additionally or alternatively, the driver or occupants of the vehicle may communicate their need for assistance to the operating system processor 214 via the user interface 218. In response to a determination that an impact, accident, mechanical malfunction, or other emergency has occurred, the operating system processor 214 may send a request for assistance to the external storage device 254.

[0064] The external storage device 254 may process the request and determine the desired recipient of the assistance request. In some embodiments, the storage device 254 may transmit the assistance request to a vehicle located within the same geographical area or within a threshold distance of the vehicle that received the assistance request, so that the vehicle can be assisted by a nearby vehicle. Furthermore, the storage device 254 may contact an external service 246, such as an ambulance, tow truck, or police, to provide the vehicle with the desired assistance.

[0065] The external device 240 may communicate with the in-vehicle computing system 200 wirelessly or via a connector without departing from the scope of this disclosure. For example, the external device 240 may communicate with the in-vehicle computing system 200 via the external device interface 212 through a network 260, a Universal Serial Bus (USB) connection, a direct wired connection, a direct wireless connection, and / or other communication links.

[0066] The external device interface 212 may provide a communication interface to enable the in-vehicle computing system to communicate with a mobile device associated with the driver's contact. For example, the external device interface 212 may enable a call to be established and / or a text message (e.g., SMS, MMS, etc.) to be sent to the mobile device associated with the driver's contact (e.g., via a cellular communication network). The external device interface 212 may also, as will be described in more detail below, provide a wireless communication interface to enable the in-vehicle computing system to synchronize data with one or more devices in the vehicle (e.g., the driver's mobile device) via WIFI Direct.

[0067] One or more applications 244 may be able to run on the mobile device 242. For example, a mobile device application 244 may operate to aggregate user data relating to the user's interaction with the mobile device. For instance, a mobile device application 244 may aggregate data such as music playlists listened to by the user on the mobile device, call logs (including the frequency and duration of calls accepted by the user), and location information including places frequently visited by the user and the amount of time spent at each location. The collected data may be transferred by the application 244 to the external device interface 212 via the network 260. In addition, specific user data requests from the in-vehicle computing system 200 may be received by the mobile device 242 via the external device interface 212. Specific data requests may include requests to determine the user's geographical location, ambient noise levels and / or music genres at the user's location, and ambient weather conditions (temperature, humidity, etc.) at the user's location. The mobile device application 244 may send control commands to components of the mobile device 242 (e.g., a microphone) or other applications (e.g., a navigation application) to enable the collection of requested data on the mobile device. The mobile device application 244 can then transmit the collected information back to the in-vehicle computing system 200.

[0068] Similarly, one or more applications 248 may operate on an external service 246. For example, an external service application 248 may operate to aggregate and / or analyze data from multiple data sources. For instance, an external service application 248 may aggregate data from one or more of a user's social media accounts, data from an in-vehicle computing system (e.g., sensor data, log files, user input, etc.), data from internet queries (e.g., weather data, POI data), etc. The collected data may be sent to another device and / or analyzed by the application to determine the context of the driver, vehicle, and environment, and to take action based on this context (e.g., requesting data from other devices / sending data to other devices).

[0069] The vehicle control system 230 may include control devices for controlling various aspects of vehicle systems 231 related to different in-vehicle functions. These may include, for example, controlling aspects of a vehicle audio system 232 for providing audio entertainment to vehicle occupants, aspects of an environmental control system 234 for meeting vehicle occupants' requests for cabin cooling or heating, and aspects of a communication system 236 for enabling vehicle occupants to establish a communication network with others.

[0070] The audio system 232 may include one or more sound reproduction devices, including electromagnetic transducers such as speakers. The vehicle audio system 232 may be passive or active, for example, by including a power amplifier. In some examples, the in-vehicle computing system 200 may be the sole sound source for the sound reproduction devices, or there may be other sound sources connected to an audio reproduction system (e.g., an external device such as a mobile phone). Any such connection of external devices to the audio reproduction devices may be analog, digital, or any combination of analog and digital technologies.

[0071] The environmental control system 234 may be configured to provide a comfortable environment in the passenger compartment or occupant compartment of the vehicle 201. The environmental control system 234 includes components that enable controlled ventilation, such as air vents, heaters, air conditioning units, and integrated heater and air conditioning systems. Other components related to heating and air conditioning settings may include a windshield defrosting and anti-fog system that can clean the windshield, and ventilation filters for cleaning outside air entering the occupant compartment through the air intakes.

[0072] The vehicle control system 230 may also include controls for adjusting the settings of various vehicle control devices 261 (or vehicle system control elements) relating to the engine and / or auxiliary elements in the vehicle's cabin, such as steering wheel control devices 262 (e.g., audio system control devices, driving control devices, wiper control devices, headlight control devices, turn signal control devices, etc. mounted on the steering wheel), instrument panel control devices, microphones, microphones, access / brake / clutch pedals, gear shifts, door / window control devices positioned on the driver's or passenger's door, seat control devices, cabin lighting control devices, audio system control devices, cabin temperature control devices, etc. The vehicle control devices 261 may also include internal engine and vehicle operation controls (e.g., engine controller modules, actuators, valves, etc.) configured to receive commands via the CAN bus to change the operation of one or more of the engine, exhaust system, transmission, and / or other vehicle systems. Control signals may also control the audio output in one or more speakers of the vehicle audio system 232. For example, the control signal may adjust audio output characteristics such as volume, equalization, sound image (e.g., the configuration of an audio signal that produces an audio output that appears to the user as originating from one or more defined locations), and audio distribution between multiple speakers. Similarly, the control signal may control the vents, air conditioning, and / or heaters of the environmental control system 234. For example, the control signal may increase the delivery of cooled air to a specific area of ​​the passenger compartment.

[0073] Control elements positioned outside the vehicle (e.g., control devices for safety systems) may also be connected to the computing system 200 via a communication module 222, etc. Control elements of the vehicle control system may be physically and permanently positioned on and / or inside the vehicle to receive user input. In addition to receiving control commands from the onboard computing system 200, the vehicle control system 230 may also receive input from one or more external devices 240 operated by the user, such as a mobile device 242. This allows embodiments of the vehicle system 231 and the vehicle control device 261 to be controlled based on user input received from the external devices 240.

[0074] The in-vehicle computing system 200 may further include an antenna 206. While the antenna 206 is shown as a single antenna, in some embodiments it may comprise one or more antennas. The in-vehicle computing system can obtain broadband wireless internet access via the antenna 206 and can further receive broadcast signals such as radio, television, weather, and traffic signals. The in-vehicle computing system can receive positioning signals such as GPS signals via one or more antennas 206. The in-vehicle computing system can also receive wireless commands via RF, such as via antennas 206, or via infrared or other means by a suitable receiving device. In some embodiments, the antenna 206 may be included as part of an audio system 232 or a communication system 236. In addition, the antenna 206 can provide AM / FM wireless signals to an external device 240 (such as a mobile device 242) via an external device interface 212. Antenna 206 is a non-limiting example of one of the antennas 56.

[0075] One or more elements of the in-vehicle computing system 200 may be controlled by the user via a user interface 218. The user interface 218 may include a touchscreen, such as the touchscreen 108 in Figure 2, and / or a graphical user interface presented to user-driven buttons, switches, knobs, dials, sliders, etc. For example, user-driven elements may include a steering wheel control device, door and / or window control devices, instrument panel control devices, audio system settings, and environmental control system settings. The user may also interact with one or more applications of the in-vehicle computing system 200 and the mobile device 242 via the user interface 218. In addition to receiving the user's vehicle setting preferences on the interface 218, vehicle settings selected by the in-vehicle control system may be shown to the user on the user interface 218. Notifications and other messages (e.g., received messages), as well as navigation assistance, may be shown to the user on the user interface display. Responses to user preferences / information and / or presented messages may be performed via user input to the user interface.

[0076] With respect to Figure 1, it should be understood that the telematics unit 30 described herein may be formed from multiple components of an in-vehicle computing system 200, including but not limited to an antenna 206 and an external device interface 212.

[0077] As an exemplary example, Figure 4 shows a block diagram depicting an exemplary antenna control system 400, which includes a telematics unit 402 (e.g., a TCU), an antenna controller 404, and a plurality of antennas 406. The telematics unit 402 may be implemented, for example, as a telematics unit 30 in a vehicle 12. The telematics unit 402 comprises a plurality of hardware components housed within a housing, such as a printed circuit board (PCB) for mechanically supporting and electrically connecting the electronic components of the telematics unit 402, such as a radio. The PCB may further support a wireless modem 50, an electronic processing device 52, and one or more digital memory devices 54, as described above herein with respect to Figure 1. The telematics unit 402 further includes a plurality of connectors for coupling the telematics unit 402 to other elements or components of an in-vehicle computing system, such as an in-vehicle computing system 200.

[0078] The antenna controller 404 may include one or more switches that can be adjusted (e.g., operated) to select one antenna from a plurality of antennas 406 to receive and / or transmit radio signals (e.g., the selected antenna may electronically communicate with the telematics unit 402 to transmit / receive signals instructed by the telematics unit 402). The antenna controller 404 may be integrated into the telematics unit 402, or it may be separate from the telematics unit 402 but operably coupled to this telematics unit. The telematics unit 402 may include commands that can be executed to select an antenna based on known / predicted signal information (e.g., mobile network operator base station location and coverage, satellite network operator station location and coverage) and current vehicle information, as will be described in more detail below with respect to Figure 6, and accordingly one or more of the switches of the antenna controller 404 may be adjusted. In the example shown in Figure 4, the antenna controller 404 includes two switches (or two groups of switches), each of which is coupled between the telematics unit 402 and each subset of the antennas of the multiple antennas 406. However, if the multiple antennas 406 include more than two subsets of antennas, the antenna controller 404 may include more than two switches.

[0079] The multiple antennas 406 are configured to support the transmission and reception of radio signals according to one or more different protocols. As shown in the figure, the multiple antennas 406 may include two subsets of antennas. Each subset may include n antennas, up to the nth antenna En, such as the first antenna E1, the second antenna E2, and so on. In some examples, the multiple antennas 406 may include a first subset of antennas each supporting the transmission and reception of radio signals according to a first protocol (e.g., cellular, so that each antenna in the first subset may be a 5G or LTE antenna), and a second subset of antennas each supporting the transmission and reception of radio signals according to a second different protocol, such as GNSS. The antennas in the first subset may have radiation patterns optimized for different fixed directions (e.g., up, left, right, forward, backward, all relative to the driver of the vehicle). For example, a first antenna (e.g., E1) may have a first radiation pattern optimized for a first fixed direction (e.g., up), and a second antenna (e.g., E2) may have a second radiation pattern optimized for a second fixed direction (e.g., left). Antennas in the second subset may have radiation patterns optimized for different fixed directions (e.g., up, left, right, forward, backward, all relative to the vehicle driver), similar to the antennas in the first subset. As shown in the figure, the antenna controller 404 may include a first switch that can be adjusted to select one antenna from the first subset of antennas, and a second switch that can be adjusted to select one antenna from the second subset of antennas. Furthermore, the telematics unit 402 may include a main antenna interface that can transmit / receive signals via the first switch (and thus the antennas of the first subset), and a diversity antenna interface that can transmit / receive signals via the second switch (and thus the antennas of the second subset). However, without departing from the scope of this disclosure, other configurations are possible, such as each switch being coupled between the telematics unit 402 and each antenna of the multiple antennas.

[0080] As another exemplary example, Figure 5 shows a block diagram depicting an exemplary antenna control system 500, which includes a telematics unit 502 (e.g., a TCU), an antenna controller 504, and a plurality of antennas 506. The telematics unit 502 may be the same as the telematics unit 402, or it may be a non-limiting example of the telematics unit 502. In the example of Figure 5, the plurality of antennas 506 may include two phased array antennas, each phased array antenna consisting of an array of A x B antenna elements. It should be understood that more or fewer phased array antennas may be included without departing from the scope of this disclosure.

[0081] The antenna controller 504 may include components for controlling the phase and / or amplitude of each antenna element of the phased array antenna based on commands received from the telematics unit 502. For example, the antenna controller 504 is configured to split a transmit (Tx) or receive (Rx) radio signal from the telematics unit 502 into n parts and set the amplitude and phase of the RF signal for each of the n antenna elements. To achieve this, the antenna controller 504 may include a first power splitter 508 and respective attenuators and phase shifters for each element of the first phased array antenna (e.g., attenuator 510 and phase shifter 512 for the first element E1). The first power splitter 508 may split the radio signal from the telematics unit 502 into n parts (corresponding to the number of elements in the first phased array antenna), and each attenuator and phase shifter may set the amplitude and phase of the respective RF signal corresponding to that element. The antenna controller 504 may include a second power splitter 505 and attenuators / phase shifters for each element of the second phased array antenna (e.g., attenuator 510 and phase shifter 512 for the first element E1). In the illustrated example, the first power splitter 508 may receive radio signals from the main antenna interface and the second power splitter 505 may receive radio signals from the diversity antenna interface, but other configurations are possible.

[0082] In some examples, it will be understood that antenna control systems 400 and 500 may be incorporated into a single overall antenna control system. For example, multiple antennas may include both multiple antennas 406 and multiple antennas 506, and the antenna controller may include both a switch for selecting the appropriate antenna and components for adjusting a phased array antenna (e.g., power splitter, attenuator, and phase shifter).

[0083] Figure 6 is a block diagram showing a process 600 for antenna selection / control via a smart antenna manager 602 according to an embodiment disclosed herein. The smart antenna manager 602 may be incorporated into a telematics unit, such as telematics units 30, 402, and / or 502.

[0084] The smart antenna manager 602 may receive multiple inputs 604 and, based on these inputs, may perform deterministic antenna parameter selection or neural network-based antenna parameter selection. The smart antenna manager 602 may then control antenna controllers (e.g., antenna controllers 404 and / or 504) to perform phase control and gain control (e.g., of a phased array antenna) or antenna selection and / or switching of multiple antennas (e.g., antennas 56, 406, and / or 506). The multiple inputs 604 may include network information (static and historical), vehicle dynamic information, and R18 / 5G-Advanced (and other) related information (or heterogeneous data or other information).

[0085] Network information may include mobile network operator (MNO) base station maps, coverage maps, and spectrum / band maps. This information allows the vehicle (e.g., smart antenna manager 602) to determine the direction, spectrum, and signal strength of available nearby mobile network operator base stations. Furthermore, network information may include satellite network operator (SNO) constellation maps, coverage maps, and spectrum / band maps. This information allows the vehicle (e.g., smart antenna manager 602) to determine the direction, spectrum, and signal strength of available satellite network operator satellite stations. Further network information may include network coverage predictions, which can be obtained based on historical data and federated learning and machine learning. Using network and radio channel history, including available base stations, spectrum, signal strength, and quality, as well as handovers depending on different times, traffic, weather, etc., the vehicle (e.g., smart antenna manager 602) may pre-determine network and channel status for similar situations, and the vehicle may attempt to ensure connectivity quality using the best network based on this expectation. Network prediction may be performed using federative learning and machine learning on various inputs and circumstances, along with available network history and statistics, to obtain the best possible prediction. As used herein, the term “circumstances” may refer to the vehicle’s current parameters, including day / time, location, direction, route, road conditions, and / or weather.

[0086] Dynamic vehicle information may include the current signal quality from the serving network. In addition to the pre-available information described above, the signal quality of the current situation (e.g., the signal quality at the present moment, which may be affected by the vehicle's surroundings and other factors) may be used for smart antenna configuration. This signal quality may have relevant information, including available spectrum, direction, and signal strength. For example, MNO base stations, coverage, and spectrum / band maps may define the expected direction, spectrum, and signal strength of nearby available mobile network operator base stations, and the current signal quality may indicate the actual spectrum, direction, and signal strength of the signal currently communicating with the mobile network operator base station.

[0087] Dynamic vehicle information may further include current vehicle information such as vehicle position, bearing, signal arrival angle, speed, and nearby terrain information. Based on the vehicle's current position, direction, and path, the relative direction to the desired base station (MNO or SNO) may change. Based on the vehicle's current speed and path, the vehicle (e.g., smart antenna manager 602) may determine the handover method within the same network (e.g., which antennas to use from a selected subset) or the precise handover method between different networks (e.g., how to switch from one network to another). With terrain information in addition to MNO / SNO base station information, the vehicle (e.g., smart antenna manager 602) can determine how to obtain a better signal and avoid any signal blocking due to natural interference.

[0088] Furthermore, dynamic vehicle information may include sensor data. Sensor data may indicate / identify tall buildings, trees, etc. In addition to the available data and information described above, sensors such as cameras (e.g., camera 209), radar, and lidar (included in the vehicle or received from a remote device, another vehicle, etc.) may detect any other (or temporary) obstacles between the vehicle and the MNO / SNO base station (e.g., parked trucks, trees, buildings, etc.) that may cause signal quality issues.

[0089] Other information that may be included in multiple inputs 604 may include other data such as the location of a mobile MNO base station. If there is any mobile or portable MNO base station that can be used for connection relay, it may also be used for network connectivity. Other protocols such as Wi-Fi, private networks, and D2D connections may also be considered for network connectivity if they can be used for network extension.

[0090] Based on this information, the smart antenna manager 602 may determine the appropriate antenna selection to obtain the best quality of service. The smart antenna manager 602 may employ deterministic or neural network-based selection. In the case of future NTN using LEO satellites, the same smart antenna manager may have software for controlling phased array antennas to track the satellites (e.g., performing beamforming). The smart antenna manager 602 may store information about each of multiple antennas, such as type (e.g., whether or not it is phased array, network compatibility / spectral and band compatibility) and location or directivity. Based on the above information, the smart antenna manager 602 may determine a desired radiation pattern for transmitting / receiving radio signals, and may shape the radiation pattern by selecting the appropriate antenna (according to the stored antenna information) and / or by performing phase and gain control (if the antenna is a phased array antenna).

[0091] Figure 7 shows a more detailed example of the process 700 for antenna selection / control via the smart antenna manager 602. Multiple inputs 604 may include a set of inputs 702 that can be fed into either a deterministic model 701 or a neural network model 703 of the smart antenna manager 602. The set of inputs 702 may include processed and / or unprocessed versions of multiple inputs 604. The smart antenna manager 602 is configured to process the various inputs shown in Figure 7, including network information parameters (α, β), current signal quality parameters (γ), vehicle parameters (ε), and sensor detection parameters (δ). These inputs are processed by either a deterministic algorithm or a neural network-based algorithm to determine the optimal beam direction coordinates (azimuth x, elevation y) for antenna control.

[0092] The set of input 702 includes current MNO base station spectrum data (α) and historical MNO base station spectrum data.

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[0093] The set of inputs 702 further includes current signal quality parameters indicating the signal strength and quality of one or more radio channels (e.g., cellular signals), and may include, but not limited to, other parameters such as reference signal received power (RSRP(γ1)), reference signal received quality (RSRQ(γ2)), and received signal strength index (RSSI(γm)). RSRP may indicate the strength of an intrinsic cellular signal (e.g., LTE and 5G) excluding noise and interference, RSRQ may indicate cellular signal quality (e.g., the level of interference relative to a desired signal strength), and RSSI may indicate the total received power within the bandwidth of the radio channel.

[0094] The set of inputs 702 further includes current vehicle parameters that may affect signal quality / connectivity, including but not limited to other parameters such as driving direction (ε1), position (ε2), and terrain (εp). Furthermore, the set of inputs 702 includes detected objects that may affect signal quality / connectivity, detected via the vehicle's sensors, which may include other objects up to a first estimated object (δ1), a second estimated object (δ2), and a final estimated object (δp). Each estimated object may be defined by the type or size of the object (e.g., tree, building) and its relative position (e.g., relative to the vehicle). It will be understood that in some scenarios, no objects that may affect signal quality may be detected, or only one or two objects may be detected. Finally, the set of inputs 702 may include a mobile base station relay point map (ρ).

[0095] The set of inputs 702 may be processed by the smart antenna manager 602 to determine the expected beam direction. The expected beam direction may be a predicted value of the directivity of the incoming radio signal that is best suited to the current conditions. The expected beam direction may be expressed in x,y directions (e.g., azimuth x and elevation y) relative to a fixed reference point of the vehicle.

[0096] The expected beam direction can be output based on a set of inputs 702 using a deterministic model 701 and / or a neural network model 703. The deterministic model 701 may be a rule-based model capable of outputting the expected beam direction, given that all input variables are known with certainty (e.g., without randomness) and the relationships between the input variables are fixed. In one example, the deterministic model may generate the expected beam direction based on the following equation:

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[0097] Therefore, using the deterministic model 701, the expected beam direction may be a function of either the MNO spectral estimate or the SNO spectral estimate, each signal quality parameter (e.g., the sum of functions of each signal quality parameter), each current vehicle parameter (e.g., the sum of functions of each current vehicle parameter), and each detection object (e.g., the sum of functions of each detection object). Although not illustrated, in some examples, the deterministic model 701 may also determine the expected beam direction as a function of the mobile base station relay map. In some examples, each expected beam direction may be determined for each radio protocol (e.g., TN / cellular and NTN / satellite). The deterministic model 701 can handle various input parameters by mathematical formulations that may include weighted summation, trigonometric functions, and coordinate transformation operations to determine the azimuth and elevation coordinates of the beam direction.

[0098] The neural network model 703 can be trained to process a set of inputs 702 to output an expected beam direction. Thus, using the neural network model 703, the expected beam direction may be a function of either an MNO spectrum estimate or an SNO spectrum estimate, each signal quality parameter, each current vehicle parameter, each detected object, and a mobile base station relay map. In some examples, the neural network model 703 may determine a separate expected direction for each radio protocol (e.g., TN / cellular and NTN / satellite). In some examples, the neural network model 703 may be configured to output a confidence level for each output expected beam direction. The neural network model 703 can be trained in multiple scenarios, where each set of training inputs is collected from one vehicle at a given time, using multiple sets of training inputs of historical / previously collected inputs (e.g., historical MNO / SNO spectrum estimates, historical signal quality parameters, historical vehicle parameters, historical object detections, historical mobile base station relay map) that match a set of inputs 702 for multiple vehicles. For training purposes, the ground truth may include the measured signal strength corresponding to each vehicle's antenna at each point in time when a set of training inputs is collected, provided that each antenna is defined by its directivity and conforms to the radio network protocol. The measured signal strength may be used to determine the ground truth beam direction.

[0099] As described above, phase / gain control and / or antenna selection or switching may be used to select the phase / gain of an antenna(s) or antenna element based on the expected beam direction in order to match the antenna's radiation pattern to the expected beam direction. The smart antenna manager 602 may include a selector that receives each expected beam direction as input and determines the phase / gain of the selected antenna(s) or antenna element based on each expected beam direction and, if available, the confidence level of each expected beam direction. For example, the selector may receive a first expected beam direction determined by a deterministic model 701 based on an MNO spectral estimate 704 (in addition to other inputs in the set of inputs 702) and a second expected beam direction determined by a deterministic model 701 based on an SNO spectral estimate 706 (in addition to other inputs in the set of inputs 702). Furthermore, or alternatively, the selector may receive a third expected beam direction determined by the neural network model 703 based on the MNO spectral estimate 704 (in addition to other inputs in the set of inputs 702), and a fourth expected beam direction determined by the neural network model 703 based on the SNO spectral estimate 706 (in addition to other inputs in the set of inputs 702). The selector may choose a unique antenna configuration based on the received expected beam direction, which may include switching antennas or antenna directivity within the same network (e.g., cellular), or switching to a different network (e.g., cellular to satellite, or vice versa).

[0100] In addition to the expected beam direction(s), the selector may utilize further information when selecting a unique antenna configuration. In particular, if multiple expected beam directions are received, the selector may select a unique antenna configuration based on the confidence level of each expected beam direction (e.g., selecting a unique antenna configuration based on the expected beam direction with the highest confidence level). Additionally or alternatively, the selector may select a unique antenna configuration based on a predetermined mapping between expected beam directions(s) and antenna configurations. Additionally or alternatively, when selecting a unique antenna configuration, the selector may consider future circumstances (e.g., future changes in the vehicle's trajectory, future changes in objects near the vehicle, future changes in data / call status, etc., determined from navigation data, user history, weather information, etc.). For example, if the expected beam direction output by the deterministic model 701 differs by more than a threshold amount from the expected beam direction output by the neural network model 703, future circumstances may be considered in order to select a unique antenna configuration that is expected to remain stable even as future circumstances change. In further examples, a selector may follow a predetermined rule to choose a specific antenna configuration when the expected beam directions differ (e.g., conflicting), and this predetermined rule may be based on current and / or future conditions. For example, a predetermined rule may instruct the use of TN when future conditions indicate that the vehicle is nearly ready to travel through a thunderstorm. In some examples, a predetermined rule may consider the MNO spectral estimate 704, the SNO spectral estimate 706, and the current signal quality parameters when deciding whether a network switch is necessary. For example, if the current signal quality parameters for the TN connection are low and the SNO spectral estimate 706 is higher / stronger than the MNO spectral estimate 704, the predetermined rule may indicate that a switch from TN to NTN should be performed.

[0101] In some examples, the smart antenna manager 602 may use trajectory, location, and topographic information (such as a set of inputs 702), in addition to data / call status and user profiles, to determine the optimal timing for switching between the terrestrial network (TN) and the non-terrestrial network (NTN). The system may preemptively switch from TN to NTN during periods of low communication activity, delay the switch during active calls or selected navigation sessions, and provide user alerts when a network migration is recommended.

[0102] Therefore, in some examples, the smart antenna manager 602 may use data / call status and user profile data 705 to identify the ideal time to switch from TN to NTN (or from NTN to TN) while communication is in progress. For example, using expected beam direction (e.g., first expected beam direction for TN and second expected beam direction for NTN) and data / call status and user profile data 705, the smart antenna manager 602 may primitively switch from TN to NTN if no critical communication (e.g., a call) is in progress due to driver profile settings or prompts. Furthermore, when switching back from NTN to TN, the smart antenna manager 602 may check data / call status and user profile data 705 to determine which communication is in progress and whether the communication is critical (e.g., a call, navigation), and the break-before-make may be delayed to allow for increased productivity or to allow the cushion to avoid drops during critical communication. As another example, if a call is in progress and the smart antenna manager 602 determines, based on current conditions and historical data, that it would be better to move from TN to NTN (or from NTN to TN), the smart antenna manager 602 may enable the handover / network switch only if the handover is permitted by the network, and / or the smart antenna manager 602 may warn the user (e.g., the driver) that a move to or from NTN is recommended (in this case, the user may, if necessary, enter input to command the handover).

[0103] For narrowband NTNs (NB-NTNs) operating within the FR1 frequency, the smart antenna manager 602 controls antenna switching between different antennas within a multi-antenna system. For wideband NTNs (WB-NTNs) operating within the FR2 / 3 frequencies, the smart antenna manager 602 determines beam direction parameters provided to the phase and gain control system for setting the phased array antenna elements. NB-NTNs use the same FR1 frequency as TNs. In the case of FR1, antenna switching between different antennas can be controlled by the smart antenna manager 602, which causes the antenna selection / switch block to perform the actual antenna switching, as described above with reference to Figure 4. WB-NTNs use the FR2 / 3 frequencies that utilize phased array antennas. In such examples, the smart antenna manager 602 transmits beam direction to the phase and gain control block, which sets the gain and phase of different elements of the phased array antenna, as described above with reference to Figure 5.

[0104] In some examples, the mobile base station relay map (ρ) is dynamically maintained through real-time updates from network operator feeds, crowdsourced data from other vehicles, and periodic scans of available relay infrastructure. The smart antenna manager 602 may assess relay point availability by calculating a composite quality score based, for example, signal strength (e.g., RSRP threshold), latency requirements for different application types, and historical reliability metrics. If multiple relay points are available, a deterministic model may apply weighted scoring, where current signal quality receives the first weight, historical performance data the second weight, predicted trajectory alignment the third weight, and user profile preference the fourth weight. In some examples, the first weight may be higher than the second, third, and fourth weights to prioritize real-time conditions over historical data. The mathematical formulation may combine these inputs as follows: score = W1 × (Signal_Quality_normalized) + W2 × (Historical_Reliability) + W3 × (Trajectory_Match) + W4 × (User_Preference), where W1, W2, W3, and W4 represent their respective weights, and the values ​​are normalized to a predetermined scale. In one specific example, W1 may be 0.4, W2 0.3, W3 0.2, and W4 0.1, normalized to a 0-1 scale, but other weights and scales are possible. The antenna switching decision may be triggered when the score difference between the current antenna and the alternative antenna exceeds a hysteresis threshold to prevent oscillation between antennas, such as a threshold of 0.15 in some embodiments.

[0105] Embodiments of the neural network may utilize various architectures, including feedforward, recurrent, or convolutional neural networks. In one embodiment, the neural network model includes a multilayer feedforward architecture comprising an input layer having a first number of nodes corresponding to preprocessed sensor inputs, one or more hidden layers each having a second number of nodes with selected activation functions, and an output layer having a third number of nodes representing coordinate parameters. Input preprocessing may include normalizing signal quality values ​​to a predetermined range, encoding categorical variables, and temporal analysis of measurement samples over a selected time window. In a specific embodiment, the network may include 64 input nodes, two hidden layers of 32 and 16 nodes using ReLU activation functions, and two output nodes representing azimuth and elevation coordinates. The network output may be converted to beam coordinates using trigonometric functions such as azimuth = arctan2(output_1, output_2) × conversion_factor and elevation = arcsin(output_2) × conversion_factor, where conversion_factor may be 180 / π for degree conversion, and the coordinates refer to a selected vehicle reference frame. Various learning methods may be employed for training, including supervised learning, reinforcement learning, or associative learning approaches, and the model may be updated through a continuous learning mechanism if connectivity is available.

[0106] The smart antenna manager 602 may interface with the vehicle system through a standardized communication protocol, which may include the CAN bus protocol, Ethernet®, or other preferred vehicle communication standards. In some embodiments, CAN2.0B frames may be used at a data rate selected for real-time data exchange, and antenna switching commands are prioritized using a predetermined message ID range. Latency constraint handling may require antenna selection decisions within a specified time threshold of trigger events, achieved by dedicated processing resources and optimization techniques such as pre-calculated lookup tables for common scenarios. For phased array antennas operating in a selected frequency range, the phase control calculation may utilize a mathematical formulation based on wavelength, element spacing, desired beam angle, and element positioning. In one example, the phase calculation may be Phase_n=(2π / λ)×d×sin(θ)×(n-1), where λ represents the wavelength, d represents the element spacing (which may be λ / 2), θ represents the desired beam angle, and n represents the number of elements. System robustness may include various fallback mechanisms in which sensor degradation triggers an automatic switch to a backup configuration, and performance validation may employ continuous monitoring of key performance indicators, including handover success rate (may target a value above a first threshold, such as 95%), beampointing accuracy (may maintain tolerances within a second threshold, such as ±2°), and connection establishment time (may target a third and fourth threshold, e.g., below NTN's 3 seconds and terrestrial networks' 1 second, respectively).

[0107] The embodiments have been presented for illustrative and explanatory purposes. Preferred modifications and variations to the embodiments may be performed in light of the above description or may be obtained by practicing the methods. For example, unless otherwise specified, one or more of the methods described may be performed by preferred devices and / or combinations of devices, such as the telematics unit 30 described with reference to Figure 1. The methods may also be performed by executing stored instructions by a combination of one or more logic devices (e.g., processors) and one or more further hardware elements (e.g., storage devices, memory, hardware network interfaces / antennas, switches, actuators, clock circuits, etc.). The methods described and associated operations may also be performed in various orders, in parallel, and / or simultaneously, in addition to the order described herein. The systems described are illustrative and may include and / or omit further elements. The subject matter of this disclosure includes all novel and non-obvious combinations and partial combinations of the various systems and configurations disclosed, as well as all other mechanisms, functions, and / or characteristics disclosed.

[0108] When used in this application, elements or steps listed singularly and advanced by the terms "a" or "an" should be understood not to exclude multiple such elements or steps, unless such exclusions are provided. Furthermore, where the “one embodiment” or “one example” of this disclosure is referred to, it is not intended to be interpreted as excluding the existence of further embodiments that also incorporate the described features. Terms such as “first,” “second,” and “third” are used merely as identifiers and are not intended to impose numerical requirements or a specific positional order on their objects. The following claims specifically refer to subject matter from the aforementioned disclosures that are considered novel and non-obvious.

Claims

1. A telematics system for vehicles, Multiple antennas capable of transmitting and receiving wireless signals, The telematics unit is configured to select one antenna from a plurality of antennas based on network information and dynamic vehicle information, and to connect the selected antenna to the telematics unit in order to transmit and / or receive wireless signals via the selected antenna. A telematics system, including a telematics system.

2. The telematics system according to claim 1, wherein the network information includes static and / or historical information relating to a mobile network and / or satellite network to which the vehicle is configured to connect.

3. The telematics system according to claim 1, wherein the dynamic vehicle information includes the current quality of the radio signal, the direction of vehicle operation, the vehicle path, the current vehicle position, information indicating nearby terrain, and / or sensor output.

4. The telematics system according to claim 3, wherein the sensor output includes camera data, radar data, and / or lidar data.

5. The telematics system according to claim 1, wherein the plurality of antennas include a first subset of antennas and a second subset of antennas.

6. The telematics system according to claim 5, wherein the telematics unit includes an antenna controller having a first switch and a second switch, the first switch being configured to connect the telematics unit to a selected one of a subset of the first switch, and the second switch being configured to connect the telematics unit to a selected one of a subset of the second switch, so that the first switch or the second switch operates to connect the selected antenna to the telematics unit.

7. The telematics system according to claim 1, wherein at least a portion of the plurality of antennas have radiation patterns optimized for different fixed directions.

8. The telematics system according to claim 1, wherein the telematics unit includes a smart antenna manager, the smart antenna manager is configured to process the network information and the dynamic vehicle information using a deterministic model or a neural network-based model to determine one or more antenna selection parameters.

9. The telematics system according to claim 8, wherein the one or more antenna selection parameters include beam direction coordinates having azimuth and elevation values.

10. A method for a telematics system for vehicles, To acquire network information and dynamic vehicle information relating to the current and / or predicted signal quality of radio signals transmitted from and / or received by the vehicle, Based on the network information and the dynamic vehicle information, the shaping of the radiation patterns of the vehicle's multiple antennas is determined. The radiation patterns of the plurality of antennas are shaped according to the shape determined above, Methods that include...

11. The method according to claim 10, wherein shaping the radiation pattern includes selecting one antenna from a plurality of antennas of the vehicle based on the network information and the dynamic vehicle information, and transmitting and / or receiving a radio signal through the selected antenna.

12. The method according to claim 10, wherein the plurality of antennas include a phased array antenna comprising an array of antenna elements, and shaping the radiation pattern includes adjusting the phase and / or gain of each RF signal output by each antenna element of the phased array antenna.

13. The method according to claim 10, wherein determining the shaping of the radiation patterns of the plurality of antennas of the vehicle based on the network information and the dynamic vehicle information includes determining the shaping of the radiation patterns such that the shaping of the radiation patterns is aligned with the expected beam direction based on the expected beam direction determined based on the network information and the dynamic vehicle information.

14. The method according to claim 13, wherein the expected beam direction is determined from the network information and the dynamic vehicle information using a deterministic model or a neural network model.

15. A method for controlling an antenna in a vehicle's telematics system, To acquire network information including base station maps and satellite constellation data, To acquire dynamic vehicle information, including current signal quality and vehicle parameters, To determine the selected antenna configuration, the network information and the dynamic vehicle information are processed using the smart antenna manager, Based on the selected antenna configuration, the antenna selection or beam direction of one or more antennas of the vehicle is controlled. Methods that include...

16. The method according to claim 15, wherein processing the network information and the dynamic vehicle information is performed by a deterministic model that applies weighted scoring to combine the network information and the dynamic vehicle information.

17. The method according to claim 15, wherein processing the network information and the dynamic vehicle information includes processing the network information and the dynamic vehicle information by a multilayer neural network in order to determine beam direction coordinates.

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