CN106240499B

CN106240499B - Vehicle safety power management

Info

Publication number: CN106240499B
Application number: CN201610371055.2A
Authority: CN
Inventors: 卡尔·威廉·沃伊齐克; 吉姆·迈克尔·魏因福尔瑟; 大卫·詹姆斯·蒂皮; 安东尼·德韦恩·库普里德; 亚伦·阿库纳
Original assignee: Ford Global Technologies LLC
Current assignee: Ford Global Technologies LLC
Priority date: 2015-06-04
Filing date: 2016-05-30
Publication date: 2022-02-22
Anticipated expiration: 2036-05-30
Also published as: RU2720021C2; RU2016121168A3; DE102016109576A1; CN106240499A; MX2016007246A; RU2016121168A; MX357534B

Abstract

A vehicle system having a processing device programmed to determine an ignition switch state and determine a vehicle speed and send a control signal to enable power for at least one vehicle subsystem if the ignition switch state is an off state and the vehicle speed exceeds a predetermined threshold.

Description

Vehicle safety power management

Technical Field

The present invention relates to a vehicle system, and more particularly, to a system and method for safe power management of a vehicle.

Background

Vehicle subsystems are often powered when the vehicle ignition switch is on. Some subsystems, such as interior lights, may be turned on even if the vehicle is otherwise turned off. For example, the interior illumination lamp may be turned on when one of the vehicle doors is open. Other subsystems, like entertainment systems, may remain on for a brief period of time after the vehicle ignition is turned off.

Disclosure of Invention

According to the present invention, there is provided a vehicle system comprising:

a processing device programmed to determine an ignition switch state, determine a vehicle speed, and send a control signal to enable power for at least one vehicle subsystem if the ignition switch state is an off state and the vehicle speed exceeds a predetermined threshold.

According to one embodiment of the invention, wherein the processing device is configured to enable the control signal to enable power to the at least one vehicle subsystem if the processing device is deactivated.

According to one embodiment of the invention, wherein the processing means comprises logic circuitry.

According to one embodiment of the invention, wherein the logic circuit independently enables the control signal to enable power to the at least one vehicle subsystem independently of the ignition switch state.

According to one embodiment of the invention, the processing device is programmed to selectively enable the control circuit to enable power to the at least one vehicle subsystem.

According to one embodiment of the invention, the processing device is programmed to enable power in at least one vehicle subsystem driver of the at least one vehicle subsystem.

According to one embodiment of the invention, the processing device is programmed to disable power in at least one vehicle subsystem driver of the at least one vehicle subsystem.

According to one embodiment of the invention, wherein the processing means comprises redundant power supplies.

According to one embodiment of the invention, wherein the redundant power supply provides power to the logic circuit in dependence on and independent of the ignition switch state.

According to one embodiment of the invention, wherein the second voltage supply for the redundant power supply is provided independently of the ignition switch status.

According to the present invention, there is provided a method comprising:

determining an ignition switch state of the vehicle;

determining a vehicle speed;

comparing the vehicle speed to a predetermined threshold; and

a control signal is sent to enable power for at least one vehicle subsystem if the ignition switch state is an off state and the vehicle speed exceeds a predetermined threshold.

According to an embodiment of the present invention, further comprising:

setting at least one data direction port of a processing unit as an input;

setting at least one data register of a processing unit to a first logic state;

changing at least one data direction port to an output and at least one data register to a second logic state; and

power for at least one vehicle subsystem is disabled.

According to one embodiment of the present invention, further comprising providing a logic circuit.

According to one embodiment of the invention, further comprising sending a control signal from the logic circuit to enable power to the at least one vehicle subsystem.

According to one embodiment of the invention, the system further comprises an enable logic circuit to disable the at least one vehicle subsystem independently of the processing device.

According to one embodiment of the invention, further comprising enabling power in at least one vehicle subsystem driver of the at least one vehicle subsystem.

According to one embodiment of the invention, disabling power in at least one vehicle subsystem driver of at least one vehicle subsystem is further included.

According to one embodiment of the present invention, further comprising providing redundant power supplies.

According to one embodiment of the invention, further comprising providing power to the logic circuit from the redundant power supply independent of the ignition switch state.

According to one embodiment of the invention, the system further comprises an enabling logic circuit to enable the at least one vehicle subsystem independently of the processing device.

Drawings

FIG. 1 illustrates an example vehicle implementing a power management module for providing power to certain vehicle subsystems under certain conditions;

FIG. 2 is a block diagram of an example power management module and vehicle subsystems;

FIG. 3 is a block diagram of a power management module incorporated into a body control module;

FIG. 4 is a flow diagram of an example process that may be performed by the power management module to provide power to certain vehicle subsystems under certain conditions;

FIG. 5 is an example finite state machine showing possible states of a power management module;

FIG. 6 is a schematic diagram of an exemplary redundant power supply logic circuit of a power management module;

FIG. 7 is a schematic diagram of an exemplary semi-regulated redundant power supply circuit.

Detailed Description

The specification refers to the accompanying drawings, in which like reference numerals refer to like parts throughout the several views. The elements shown may take many different forms and include multiple and/or alternative components and devices. The example components shown are not intended to be limiting. Indeed, additional or alternative components and/or embodiments may be used.

Turning off the vehicle ignition switch is often assumed to be purposeful-i.e., the driver wants to turn off the vehicle subsystem and leave the vehicle. Some sub-systems and their corresponding functions may therefore be inadvertently disabled if the ignition system fails or is otherwise inadvertently shut down while the vehicle is moving. A method of preventing certain subsystems from shutting down after an ignition system failure while a vehicle is moving includes providing a processing device programmed to determine an ignition switch state and a vehicle speed. The processing device powers at least one vehicle subsystem if the ignition switch state is an off state and the vehicle speed exceeds a predetermined threshold. The processing device may disable the vehicle subsystem when the vehicle speed falls below a predetermined threshold.

As shown in fig. 1, host vehicle 100 includes an ignition system 105, a battery 110, and a power management module 115. Although shown as a car, the host vehicle 100 may include any passenger or commercial motor vehicle, such as a car, truck, sport utility vehicle, cross-over vehicle, van, minivan, taxi, bus, motorcycle, or the like. In some possible approaches, the host vehicle 100 is an autonomous vehicle configured to operate in an autonomous (e.g., unmanned) mode, a partially autonomous mode, and/or a non-autonomous mode.

The ignition system 105 may include an ignition receptacle located in the passenger compartment of the host vehicle 100. The ignition receptacle may be configured to receive a key. The key may be used to place the ignition system 105 in a number of different states, as discussed in more detail below. The host vehicle 100 may be operated according to the ignition switch state. Alternatively or additionally, the ignition switch state may also be determined from a keyless entry system or a keyless start system, sometimes referred to as a passive entry/passive start system or simply a passive start system.

Battery 110 may include any number of devices configured to provide electrical energy to one or more vehicle subsystems. Through the chemical reaction, the battery 110 may generate electric charge. The chemical reaction may occur in several battery cells arranged in series or in parallel. The conductive leads may be located on the battery case. Electrical energy may be provided to vehicle subsystems that are directly or indirectly connected to the leads. Battery power may be selectively provided to certain vehicle subsystems, as discussed in more detail below.

The power management module 115 may include any computing device having a processing device 125 programmed to determine the ignition switch state and vehicle speed. The ignition switch state may be determined by the key state, e.g., the position of the key in the ignition socket. Example key states, and thus ignition switch states, may include a RUN (RUN) state, an Accessory (ACC) state, a RUN Start (RUN _ Start) state, and an OFF (OFF) state. The RUN state may indicate that the driver wants the vehicle engine and all vehicle subsystems to be on. The ACC state may indicate that the driver desires certain vehicle subsystems (e.g., accessories) to be turned on but the vehicle engine remains off. The OFF state may indicate that the driver desires the engine and most or all of the vehicle subsystems to be OFF.

The power management module 115 may be programmed to determine or track historical key status. That is, the power management module 115 may determine a current key status based on a current location of the key in the ignition jack and a previous key status based on a previous location of the key in the ignition jack. For example, the current key state may be the RUN state and the previous key state may be the OFF or ACC state. Another example may have the current key state comprise an OFF state and the previous key state comprise a RUN or ACC state.

In some cases, the key status may not accurately reflect the ignition switch status. For example, the key status may be RUN (i.e., the key is in the RUN position in the ignition jack) but the ignition switch may be off. Thus, the power management module 115 may be programmed to determine the ignition switch state independently of the key state, and vice versa.

Some vehicle subsystems, such as interior and exterior lights, entertainment systems, etc., may remain on for a limited period of time, even if the ignition switch state is OFF. Vehicle speed may be determined by, for example, a controller (such as a powertrain controller), an anti-lock braking system (ABS), or other modules/sensors (see fig. 2). The power management module 115 may selectively provide power from the battery 110 to one or more vehicle subsystems based on the presumed ignition switch state and vehicle speed. For example, if the ignition switch state is OFF but the host vehicle 100 is still moving (e.g., vehicle speed exceeds a predetermined threshold), the power management module 115 may continue to power certain vehicle subsystems, as described in more detail below. However, the power management module 115 may be programmed to disable one or more vehicle subsystems that have remained on once the vehicle speed has fallen below a predetermined threshold. Disabling vehicle subsystems may include, for example, disconnecting those vehicle subsystems from battery 110 to remove power. If the ignition switch is turned on again before the speed has dropped to the predetermined threshold, or if the speed is only below the predetermined threshold for a brief period of time, the power management module 115 may continue to power the vehicle subsystems as if the ignition switch had never been turned off.

The power management module 115 may be programmed to implement a situational override (si). The condition override may be implemented, for example, in response to a user input or a condition detected from a sensor signal. Example condition overrides may include a parked vehicle override, a traction override, a make-up mode override, and a remote start override. A condition override may alter the operation of the power management module 115. For example, a condition override may cause the power management module 115 to allow some or all subsystems to shut down under certain conditions. Under normal operation, the power management module 115 may provide power to the vehicle subsystems if the ignition switch is inadvertently or accidentally turned off. With the override, the power management module 115 may allow or cause one or more vehicle subsystems to be powered off regardless of the key status and the ignition switch status.

When the host vehicle 100 is parked and the ignition switch is off, a parked vehicle override may be implemented. If the host vehicle 100 begins to roll, the power management module 115 may be programmed to not power any vehicle subsystems.

When the host vehicle 100 is towed, a towing override may be implemented. If in a first traction override mode, which may occur when the ignition switch is off, no passengers are in the host vehicle 100, and the host vehicle 100 is being towed, the power management module 115 may be programmed to not power any vehicle subsystems. The second traction override mode may occur when a passenger is present and the host vehicle 100 is being towed. A method of detecting an occupant may include receiving a user input through a user interface device or by having a user transition an ignition switch to a RUN state or by an occupant detection sensor. Because the occupant is in the host vehicle 100, the power management module 115 may provide power to certain subsystems, such as restraint systems, airbag systems, and the like.

When the host vehicle 100 is moved as part of a manufacturing or repair process, an assembly mode override may be implemented. Thus, the power management module 115 may be programmed to not power any vehicle subsystems when the host vehicle 100 is undergoing a manufacturing or repair process that may cause the host vehicle 100 to move while the ignition switch is off.

When the host vehicle 100 has been remotely started, a remote start override may be implemented. A remote start override may occur when the engine is started from a remote transmitter and no one is in the host vehicle 100 or no key is in the ignition switch. When implementing a remote start override, the power management module 115 may limit certain vehicle subsystems, such as a collision detection subsystem. Further, the power management module 115 may be programmed to disable the fuel pump when the host vehicle 100 is in the remote start mode while after a collision is detected.

The power management module 115 may be further programmed to operate in a diagnostic mode. While in the diagnostic mode, the power management module 115 may provide diagnostic information to one or more vehicle subsystems. The diagnostic information may be detected during the startup time and may be based on shutdown information from a previous key cycle. In other words, diagnostic information for a particular key cycle may become available at the next key cycle. The functionality of the power management module 115 may be detected when the power cycle is off, so diagnostic information may be reported on the next ignition switch cycle. However, if no power is available when required, diagnostic information may be available during the current ignition switch cycle. The power management module 115 may store some number of extended mode states for later retrieval.

In the diagnostic mode, the power management module 115 may provide diagnostic information to, for example, the restraint control module 160. The Pass through (Pass Thru) path may be evaluated prior to the power management module 115 activating power to the restraint control module 160, the occupant classification system 165, or the passenger airbag disablement indicator 170 so that diagnostic information is available to the restraint control module 160 during the current key cycle. However, because the power management module 115 power path may be evaluated after the ignition switch state is turned OFF, this diagnostic information to the restraint control module 160 may be delayed until the next key cycle. The fault reported to the restraint control module 160 may be implemented as follows. A CAN (controller area network) signal indicating whether the power management module 115 has detected an input, output, or pass through fault may be transmitted. The CAN signal may be issued even if the restraint control module 160 is unable to receive the signal (e.g., the restraint control module 160 is not powered or otherwise fails). The CAN signal from the power management module 115 may include, for example, a fault handled by the restraint control module 160. The restraint control module 160 may transmit system fault information to the cluster via a CAN signal (e.g., airbag lights). If the signal from the restraint control module 160 to the cluster is lost, the cluster can turn on the airbag lights.

Referring generally to fig. 2 and 3, the lines connecting the components may represent the transmission of information, power, or both. FIG. 2 is a block diagram of an example power management module 115 and vehicle subsystems. The vehicle subsystems shown include a transmission control module 130, a powertrain control module 135, a braking system 140, a combination meter controller 145, an entertainment system 150, a body control module 155, a restraint control module 160, an occupant classification system 165, and a passenger airbag disablement indicator 170. Other subsystems (not shown) may be further incorporated into the host vehicle 100 and operate in accordance with the power management module 115. Examples of other potential subsystems may include, for example, power steering subsystems, power door and window subsystems, and the like. The power management module 115 may further include a processing device 125, as discussed above with respect to fig. 3.

The transmission control module 130 may include any computing device programmed to control operation of a vehicle transmission. The powertrain control module 135 may include any computing device programmed to control the operation of one or more vehicle powertrain components. The braking system 140 may include any computing device programmed to control operation of the vehicle brakes. The combination meter controller 145 may include any computing device programmed to control the operation of the components of the combination meter. Entertainment system 150 may include any computing device and user interface device programmed to, for example, provide media content to vehicle occupants. The body control module 155 may include any computing device programmed to control the operation of the vehicle battery 110. The restraint control module 160 may include any computing device programmed to control the operation of vehicle restraint systems, including seat belts and airbags. The occupant classification system 165 may include any computing device and sensors programmed to detect and possibly identify one or more vehicle occupants. The passenger airbag disable indicator 170 can include a visual alarm that illuminates, for example, to indicate whether the passenger airbag is closed.

The processing device 125 may receive as inputs the ignition switch state and the vehicle speed, as described above. The processing device 125 may be programmed to power one or more vehicle subsystems if the ignition switch state is an off state and the vehicle speed exceeds a predetermined threshold. For example, the processing device 125 may determine the ignition switch state from the key state. Alternatively, the power management module 115 may be programmed to determine the ignition switch state independently of the key state, and vice versa, to accommodate, for example, situations where the key state does not accurately reflect the operating state of the ignition switch. As shown in fig. 2, the processing device 125 may be programmed to command the body control module 155 to provide power to the restraint control module 160, the occupant classification system 165, the passenger airbag disablement indicator 170, and other vehicle subsystems when the vehicle speed exceeds a predetermined threshold. If the vehicle speed falls below a predetermined threshold, the processing device 125 may be programmed to disable one or more of these vehicle subsystems. Disabling vehicle subsystems may include, for example, commanding body control module 155 to remove power from one or more vehicle subsystems.

FIG. 3 is a block diagram of the power management module 115 incorporated into the body control module 155. In the present example embodiment, the power management module 115 operates in a "mode" as opposed to a separate computing device with respect to the body control module 155. The power management module 115 may alternatively or additionally be incorporated into any number of other vehicle subsystems or control modules.

FIG. 4 is a flow diagram of an example process 400 that may be performed by the power management module 115 to provide power to certain vehicle subsystems under certain conditions. The process 400 may begin when the vehicle is started and may continue until the vehicle is turned off and the key is removed, for example, from the ignition jack.

At decision block 405, the power management module 115 may determine the ignition switch state of the vehicle. For example, the processing device 125 may determine whether the key is in the RUN position in the ignition switch. If so, process 400 may proceed to block 410. Otherwise, process 400 may continue at block 405 until the ignition switch state is RUN.

At block 410, the power management module 115 may enable one or more vehicle subsystems to operate. Activating vehicle subsystems may include powering at least one of the vehicle subsystems by, for example, power that selectively connects one or more vehicle subsystems to battery 110.

In block 415, the power management module 115 may begin monitoring the vehicle speed. The processing device 125 may determine the vehicle speed based on, for example, signals output by a controller, such as a powertrain controller.

At decision block 420, the power management module 115 may re-evaluate the ignition switch state of the vehicle. Specifically, the processing device 125 may determine whether the key is in the OFF or ACC position. If so, process 400 may proceed to decision block 420. Otherwise, process 400 may return to block 415.

At block 425, the power management module 115 may disable or otherwise allow one or more vehicle subsystems to shut down. That is, the power management module 115, through the processing device 125, may selectively remove power to one or more vehicle subsystems.

At decision block 430, the power management module 115 may determine whether there is any event override. The condition override may be implemented, for example, in response to a user input or a condition detected from a sensor signal. Example condition overrides may include a parked vehicle override, a traction override, a make-up mode override, and a remote start override. Different condition overrides may be initiated in response to different criteria or conditions, as described above. Further, different traction overrides may be applied based on, for example, whether a person is present in the host vehicle 100. Thus, assuming that all other criteria for implementing a traction override exist, a first traction override may be implemented if there is an occupant in the host vehicle 100, as described above, while a second traction override may be implemented if there is no occupant in the host vehicle 100, as described above. If a condition override exists, the process 400 may proceed to block 450. If no condition override exists, process 400 may proceed to block 435.

At decision block 435, the power management module 115 may re-evaluate the ignition switch status of the vehicle. For example, the processing device 125 may determine whether the key is in the RUN position in the ignition switch. If so, process 400 may return to block 410. Otherwise, process 400 may continue to block 440.

At block 440, the power management module 115 may begin monitoring the vehicle speed. The processing device 125 may determine the vehicle speed based on, for example, signals output by a controller, such as a powertrain controller. Process 400 may proceed to decision block 445.

At decision block 445, the power management module 115 may determine whether the monitored vehicle speed is below a predetermined threshold for a predetermined amount of time. For example, the processing device 125 may compare the current vehicle speed to a predetermined threshold and determine whether the host vehicle 100 is traveling at a speed less than the predetermined threshold for more than a predetermined amount of time (e.g., 0.5 seconds). If the host vehicle 100 has been traveling below the predetermined threshold for more than the predetermined amount of time, the process 400 may proceed to block 450. If the host vehicle 100 has been traveling below the predetermined threshold for less than the predetermined amount of time, the process 400 may proceed to block 435.

At block 450, the power management module 115 may disable or otherwise allow one or more vehicle subsystems to shut down. That is, the power management module 115, through the processing device 125, may selectively remove power to one or more vehicle subsystems, including any one or more vehicle subsystems left after block 425.

Fig. 5 is an example finite state machine 500 showing possible states of the power management module 115. The finite state machine may be implemented by, for example, processing device 125. In state 505, processing device 125 may be programmed to output an ON signal that causes battery 110 to provide power to one or more vehicle subsystems. State 510 may begin in response to the ignition switch state transitioning to the OFF position, assuming no start condition overrides. In state 510, the processing device 125 may continue to output an ON signal. State 515 may begin with state 510 as long as the ignition remains off and the vehicle speed falls below the predetermined threshold, and in some cases, as described above, below the predetermined threshold for a predetermined amount of time (e.g., 0.5 seconds). At state 515, the output of processing device 125 may transition to an OFF signal, for example, to remove battery power from one or more vehicle subsystems. From state 515, processing device 125 may return to state 505 if, for example, one of an ignition switch is turned on or a condition override (e.g., a remote initiation override) is triggered. When processing device 125 transitions to state 505, the output of processing device 125 may transition from an OFF signal to an ON signal.

If the processing device 125 of the power management module 115 is unstable, stalled, and/or locked while the processes of the power management module 115 are performed, power loss to the restraint control module 160 and the occupant classification system 165 may occur. To prevent power loss to these modules, the exemplary redundant power supply logic circuit 10 of FIG. 6 may be implemented. A first set of output ports of the processing device 125 is communicatively coupled to the first or gate 14 and the two pull-up

resistors

24 and 26, the two pull-up

resistors

24 and 26 being communicatively coupled to a Vcc 255 voltage source. The term "Vcc" in an electronic circuit is the name for the positive (+) voltage when using an integrated circuit in an electronic design.

The Vcc 255 voltage is provided by a semi-regulated redundant power supply 50 and is described below. A second set of output ports of the processing device 125 is communicatively coupled to the second or gate 16 and the two pull-up

resistors

28 and 30, the two pull-up

resistors

28 and 30 being communicatively coupled to the Vcc 255 voltage. Pull-up

resistors

24, 26, 28, 30 ensure that the inputs of or

gates

14 and 16 are pulled high (logic 1) in the event that the output port of processing device 125 inadvertently enters a tri-state mode, e.g., when the processing device is reset. A port of a logic device, such as processing device 125, may assume a high impedance state, in addition to 0 and 1 logic levels, effectively removing their output from the circuit. When the outputs are in the tri-state mode, their effect on the rest of the circuit is removed and the circuit node will "float" between 0 and 1 logic levels if no other circuit element determines its state. If the inputs to OR

gates

14 and 16 are "floating," the outputs of OR

gates

14 and 16 will be unstable and in an undetermined state. As described above, pull-up

resistors

24, 26, 28, 30 ensure that the inputs of OR

gates

14 and 16 are pulled high (logic 1) if the output port of processing device 125 inadvertently enters a tri-state mode.

The RUN signal 32 is an active high control signal when the host vehicle 100 is open and communicatively coupled to the first input of the third or door 18. The processing device 125 generates an extended _ PWR34 signal on an output port of the processing device 125 and is communicatively coupled to a second input of the third or gate 18. The Extend _ PWR34 signal is an active high (logic 1) signal and indicates that it has been determined by the processing device 125 to maintain power to the restraint control module 160 and the occupant classification system 165, as will be discussed further below.

The output of OR gate 14 and the output of OR gate 18 are communicatively coupled to inputs of a logical AND gate 20. An output of the logical or gate 16 and an output of the logical or gate 18 are communicatively coupled to inputs of a logical and gate 22. The output of logical and gate 20 is communicatively coupled to a Restraint Control Module (RCM) driver 36, and the output of logical and gate 22 is communicatively coupled to an Occupant Classification Sensor (OCS) driver 38. The voltage source of power bus 40 is connected to RCM driver 36 and to OCS driver 38. The output of the RCM driver 36 is the RCM voltage source 42, which is the power supply for the restraint control module 160. The output of the OCS driver 38 is an OCS voltage source 44, which is the power supply for the occupant classification system 165.

The RCM driver 36 and OCS driver 38 should not turn on indefinitely or remain on under short circuit load conditions. Thus, processing device 125 monitors the output driver load status and may shut down RCM driver 36 and OCS driver 38. However, allowing processing device 125 to shut down the driver creates a failure mode in which processing unit 125 may inadvertently disable these outputs.

To prevent failure modes, the output ports a.1, b.1, a.2, and b.2 of the processing device 125 are first configured as inputs by setting the direction of the output port data direction register. The processing device 125 then preloads the port data registers with all logic high (1). In order to shut down either of the RCM driver 36 and OCS driver 38, the processing unit 125 must then take the disclosed steps. For example, to turn off the RCM driver 36, the processing unit 125 must publicly change the data direction register of port a.1 from input to output. Processing device 125 then changes the port a.1 data register from logic high (1) to logic low (0). Processing device 125 then changes the port b.1 data register from input to output and changes the port b.1 data register from logic high (1) to logic low (0), taking the output of or gate 14 to logic low (0). Because the output of OR gate 14 is the input to AND gate 20, the output of AND gate 20 will either go to logic low (0) or will remain at logic low (0), turning off RCM driver 36.

To shut down OCS driver 38, processing unit 125 must change the data direction register setting of port a.2 from input to output publicly. The processing device 125 then changes the port a.2 data register from logic high (1) to logic low (0). The processing device 125 then changes the port b.2 data direction register from input to output and the port b.2 data register from logic high (1) to logic low (0), taking the output of the or gate 16 to logic 0. Because the output of OR gate 16 is the input to AND gate 22, the output of AND gate 22 will either go to logic low (0) or will remain logic low (0), turning off the OCS driver.

The first input of or gate 18 is run signal 32. The run signal 32 is provided by the host vehicle 100 when the host vehicle 100 is running. For example, when the host vehicle 100 is operating, a high (logic 1) is applied to the input of the OR gate 18. The output of OR gate 18 is then high (logic 1) and the second input of AND

gates

20 and 22 is high (logic 1). The outputs of and

gates

20 and 22 are high (logic 1) and the inputs to RCM driver 36 and OCS driver 38 are high (logic 1), enabling RCM driver 36 and OCS driver 38. With the RCM driver 36 and OCS driver 38 enabled, the power bus voltage 40 is then allowed to flow through the RCM driver 36 and OCS driver 38 to provide power to the restraint control module 160 and the occupant classification system 165.

When the run signal 32 is low (logic 0), the extended _ PWR34 signal must be high (logic 1) to enable the RCM driver 36 and the OCS driver 38, although the run signal 32 is low (logic 0), as described above. For example, the host vehicle 100 may be inadvertently shut down while the host vehicle 100 moves faster than 4KPH (kilometers per hour). The run signal 32 will be low (logic 0) and the processing device 125 will detect such a condition and set Extend _ PWR34 high (logic 1), thus enabling the RCM driver 36 and OCS driver 38 and further enabling the restraint control module 160 and occupant classification system 165.

Referring now to FIG. 7, a semi-regulated redundant power supply 50 is shown. The Run _ Start _ Power voltage 52 is a first source of Power to the Power management module 115 and is enabled by the Power management module 115 or another control module that determines the ignition switch state when the Run signal 32 is active. The second source of power is keep-alive 5 volts (KA 5V)54 voltage available when the power management module 115 is connected to the host vehicle 100 battery or power system, i.e., when the processing device 125 has a positive 12 voltage power supply and corresponding ground.

Resistor 56, transistor 60, zener diode 58, and capacitor 62 comprise voltage regulator circuit 51 for regulating RSP voltage 52. Diode 64 and diode 66 form diode or gate 53 and will allow the RSP voltage 52 or KA5V 54 to go to Vcc 255 voltage. For example, if the host vehicle 100 were to be inadvertently turned off while the vehicle is moving, the RSP voltage 52 would not be present. However, KA5V 54 is still present and therefore, the power supply Vcc 255 voltage will still be present and supplying power to the pull-up resistors 24-30. Other voltage regulators and or topologies may be used.

In general, the described computing systems and/or devices may employ any number of computer operating systems, including, but not limited to, the following versions and/or variations: ford

Operating System, Microsoft Windows

Operating System, Unix operating System (e.g., sold by oracle corporation of Rebar beach California)

Operating system), the AIX UNIX operating system, the Linux operating system, the Mac OSX and iOS operating systems, the Mac OS, the blackberry, the Glygur, the Karah corporation, and the Openy corporation, the International Business machines corporation, Armonk, N.Y., the Linux operating system, the Mac OSX and iOS operating systems, the apple Inc., the Cuttino, Calif., the blackberry, the Glygur, the Karah corporation, and the Openy corporationAn android operating system developed by a mobile phone alliance. Examples of computing devices include, but are not limited to, an in-vehicle computer, a computer workstation, a server, a desktop, a laptop, or a handheld computer, or some other computing system and/or device.

Computing devices typically include computer-executable instructions, where the instructions may be executed by one or more computing devices such as those listed above. The computer-executable instructions may be compiled or interpreted from a computer program created using a variety of programming languages and/or techniques, including but not limited to Java^TMC, C + +, Visual Basic, Java Script, Perl, etc., alone or in combination. Generally, a processor (e.g., a microprocessor) receives instructions, e.g., from a memory, a computer-readable medium, etc., and executes the instructions to perform one or more processes, including one or more of the processes described herein. Such instructions and other data may be stored and transmitted using a variety of computer-readable media.

A computer-readable medium (also referred to as a processor-readable medium) includes any non-transitory (e.g., tangible) medium that participates in providing data (e.g., instructions) that is readable by a computer (e.g., by a processor of a computer). Such a medium may take many forms, including but not limited to, non-volatile media and volatile media. Non-volatile media may include, for example, optical or magnetic disks and other persistent memory. Volatile media may include, for example, Dynamic Random Access Memory (DRAM), which typically constitutes a main memory. Such instructions may be transmitted by one or more transmission media, including coaxial cables, copper wire and fiber optics, including the wires that comprise a system bus coupled to a processor of a computer. Common forms of computer-readable media include, for example, a floppy disk (floppy disk), a flexible disk (flexible disk), hard disk, magnetic tape, any other magnetic medium, a CD-ROM (compact disk read Only memory), DVD (digital versatile disk), any other optical medium, punch cards, paper tape, any other physical medium with patterns of holes arranged therein, a RAM (random Access memory), a PROM (programmable read Only memory), an EPROM (electrically programmable read Only memory), a FLASH-EEPROM (FLASH electrically erasable programmable read Only memory), any other memory chip or cartridge, or any other medium from which a computer can read.

A database, data repository, or other data store described herein may include various types of mechanisms for storing, accessing, and retrieving a variety of data, including a hierarchical database, a set of files in a file system, an application database in a proprietary format, a relational database management system (RDBMS), and so forth. Each such data store is typically included within a computing device using a computer operating system, such as one of those mentioned above, and is accessed via a network in any one or more of a variety of ways. The file system may be accessed from a computer operating system and may include files stored in a variety of formats. RDBMS typically use a Structured Query Language (SQL) such as the procedural SQL (PL/SQL) language mentioned above in addition to the language used to create, store, edit, and execute stored procedures.

In some examples, system elements may be embodied as computer readable instructions (e.g., software) on one or more computing devices (e.g., servers, personal computers, etc.), stored on a computer readable medium (e.g., disk, memory, etc.) associated therewith. A computer program product may contain such instructions stored on a computer readable medium for performing the functions described herein.

With regard to the processes, systems, methods, heuristics, etc. described herein, it should be understood that, although the steps of these processes, etc. have been described as occurring according to a certain ordered sequence, such processes could be implemented as such steps are performed in an order other than the order described herein. It is further understood that certain steps may be performed simultaneously, that other steps may be added, or that certain steps described herein may be omitted. In other words, the description of the processes herein is provided for the purpose of illustrating certain embodiments and should not be construed as limiting the claims in any way.

Accordingly, it is to be understood that the above description is intended to be illustrative, and not restrictive. In addition to the examples provided, many embodiments and applications will be apparent upon reading the above description. The scope of the invention should be determined, not with reference to the above description, but should instead be determined with reference to the appended claims, along with the full scope of equivalents to which such claims are entitled. It is anticipated and intended that future developments will occur in the arts discussed herein, and that the disclosed systems and methods will be incorporated into such future embodiments. In sum, it should be understood that the invention is capable of modification and variation.

All terms used in the claims are intended to be given their ordinary meaning as understood by those skilled in the art unless an explicit indication to the contrary is made herein. In particular, use of the singular articles such as "a," "the," "said," etc. should be read to recite one or more of the indicated elements unless a limitation to the contrary is explicitly recited in the claims.

The abstract is provided to allow the reader to quickly ascertain the nature of the technical disclosure. It is submitted with the understanding that it will not be used to interpret or limit the scope or meaning of the claims. Moreover, in the foregoing detailed description, it can be seen that various features are grouped together in various embodiments for the purpose of streamlining the disclosure. This method of disclosure is not to be interpreted as reflecting an intention that the claimed embodiments require more features than are expressly recited in each claim. Rather, as the following claims reflect, inventive subject matter lies in less than all features of a single disclosed embodiment. Thus, the following claims are hereby incorporated into the detailed description, with each claim standing on its own as a separately claimed subject matter.

Claims

1. A vehicle system, comprising:

a processing device programmed to determine an ignition switch state, determine a vehicle speed, and send a control signal to enable power for at least one vehicle subsystem if the ignition switch state is an off state and the vehicle speed exceeds a predetermined threshold, and disable at least one vehicle subsystem that has remained on when the vehicle speed is below a predetermined threshold;

wherein the ignition switch state is independent of a key state of the vehicle;

wherein the processing device comprises a logic circuit, wherein the logic circuit independently enables the control signal to enable power to the at least one vehicle subsystem independent of the ignition switch state.

2. The vehicle system of claim 1, wherein the processing device is configured to enable the control signal to enable power to the at least one vehicle subsystem if the processing device is deactivated.

3. The vehicle system of claim 1, wherein the processing device is programmed to selectively enable the logic circuit to enable power to the at least one vehicle subsystem.

4. The vehicle system of claim 1, wherein the processing device is programmed to enable power in at least one vehicle subsystem driver of the at least one vehicle subsystem.

5. The vehicle system of claim 1, wherein the processing device is programmed to disable power in at least one vehicle subsystem driver of the at least one vehicle subsystem.

6. The vehicle system of claim 1, wherein the processing device includes a redundant power supply.

7. The vehicle system of claim 6, wherein the redundant power supply provides power to the logic circuit in dependence upon and independent of the ignition switch state.

8. The vehicle system of claim 6, wherein a second voltage supply for the redundant power supply is provided independent of the ignition switch state.

9. A vehicle safety power management method, comprising:

determining an ignition switch state of the vehicle;

determining a vehicle speed;

comparing the vehicle speed to a predetermined threshold; and

sending a control signal to enable power for at least one vehicle subsystem if the ignition switch state is an off state and the vehicle speed exceeds the predetermined threshold, and disabling at least one vehicle subsystem that has remained on when the vehicle speed is below a predetermined threshold;

wherein the ignition switch state is independent of a key state of the vehicle;

further included is providing a logic circuit, wherein the logic circuit independently enables the control signal to enable power to the at least one vehicle subsystem independent of the ignition switch state.

10. The method of claim 9, further comprising:

setting at least one data direction port of a processing unit as an input;

setting at least one data register of the processing unit to a first logic state;

changing the at least one data direction port to an output, changing the at least one data register to a second logic state; and

power for at least one vehicle subsystem is disabled.

11. The method of claim 9, further comprising sending the control signal from the logic circuit to enable power to the at least one vehicle subsystem.

12. The method of claim 11, further comprising enabling the logic circuit to disable the at least one vehicle subsystem.

13. The method of claim 11, further comprising enabling power in at least one vehicle subsystem driver of the at least one vehicle subsystem.

14. The method of claim 11, further comprising disabling power in at least one vehicle subsystem driver of the at least one vehicle subsystem.

15. The method of claim 9, further comprising providing redundant power supplies.

16. The method of claim 15, further comprising providing power from the redundant power supply to the logic circuit independent of the ignition switch state.

17. The method of claim 15, further comprising enabling the logic circuit to enable at least one vehicle subsystem.