WO2014031921A1 - Détection et effet d'écran de dispositif sans fil de véhicule - Google Patents

Détection et effet d'écran de dispositif sans fil de véhicule Download PDF

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Publication number
WO2014031921A1
WO2014031921A1 PCT/US2013/056317 US2013056317W WO2014031921A1 WO 2014031921 A1 WO2014031921 A1 WO 2014031921A1 US 2013056317 W US2013056317 W US 2013056317W WO 2014031921 A1 WO2014031921 A1 WO 2014031921A1
Authority
WO
WIPO (PCT)
Prior art keywords
transmission
vehicle
wireless device
device usage
passenger
Prior art date
Application number
PCT/US2013/056317
Other languages
English (en)
Inventor
Jeremy CHALMERS
Keith Morgan
Stephen Stewart
Robert BURCHETT
Original Assignee
Distracted Driving Holding Company, Llc
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from US13/776,255 external-priority patent/US20130225092A1/en
Application filed by Distracted Driving Holding Company, Llc filed Critical Distracted Driving Holding Company, Llc
Priority to AU2013305618A priority Critical patent/AU2013305618B2/en
Priority to CA2882989A priority patent/CA2882989A1/fr
Publication of WO2014031921A1 publication Critical patent/WO2014031921A1/fr

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Classifications

    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C5/00—Registering or indicating the working of vehicles
    • G07C5/008—Registering or indicating the working of vehicles communicating information to a remotely located station
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04M—TELEPHONIC COMMUNICATION
    • H04M1/00—Substation equipment, e.g. for use by subscribers
    • H04M1/60—Substation equipment, e.g. for use by subscribers including speech amplifiers
    • H04M1/6033—Substation equipment, e.g. for use by subscribers including speech amplifiers for providing handsfree use or a loudspeaker mode in telephone sets
    • H04M1/6041—Portable telephones adapted for handsfree use
    • H04M1/6075—Portable telephones adapted for handsfree use adapted for handsfree use in a vehicle
    • H04M1/6083—Portable telephones adapted for handsfree use adapted for handsfree use in a vehicle by interfacing with the vehicle audio system
    • H04M1/6091—Portable telephones adapted for handsfree use adapted for handsfree use in a vehicle by interfacing with the vehicle audio system including a wireless interface
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04M—TELEPHONIC COMMUNICATION
    • H04M1/00—Substation equipment, e.g. for use by subscribers
    • H04M1/72—Mobile telephones; Cordless telephones, i.e. devices for establishing wireless links to base stations without route selection
    • H04M1/724—User interfaces specially adapted for cordless or mobile telephones
    • H04M1/72448—User interfaces specially adapted for cordless or mobile telephones with means for adapting the functionality of the device according to specific conditions
    • H04M1/72463—User interfaces specially adapted for cordless or mobile telephones with means for adapting the functionality of the device according to specific conditions to restrict the functionality of the device

Definitions

  • Wireless devices may comprise a broad category of devices such as cellular phones, smart phones, laptop personal computers (PCs), tablet PCs, portable game systems, electronic book readers, etc.
  • Employers, parents, vehicle rental companies, and other vehicle owners may loan a vehicle to a third party driver who will likely own a wireless device.
  • the vehicle owners may have varying degrees of control over the driver, but may be partially or completely responsible for the results of any automobile accidents that are caused by the driver.
  • Vehicle owners may also be unaware of the nature of a driver's usage of a wireless device in the vehicle as the vehicle owner may not be present while the vehicle is in operation.
  • Detection systems may be installed in the vehicle, but detection systems may be unable to distinguish between driver wireless device usage and permitted wireless device usage by passengers.
  • the disclosure includes an apparatus comprising a diagnostic unit configured to communicate with a rules engine to determine whether a transmission detected in a vehicle is classified as driver wireless device usage based on passenger data indicating whether a passenger is present in the vehicle.
  • the disclosure also includes a system comprising a shielding unit configured to transmit a noise signal to interrupt a transmission detected in a vehicle, and a diagnostic unit configured to communicate with a rules engine to determine whether the detected transmission is classified as driver wireless device usage based on the passenger data indicating whether a passenger is present in the vehicle, and engage the shielding unit if the transmission is classified as driver wireless device usage.
  • the disclosure also includes an apparatus comprising a rules engine configured to communicate with a diagnostic unit to determine whether a transmission detected in a vehicle is classified as driver wireless device usage based on passenger data indicating whether a passenger is present in the vehicle.
  • the disclosure also includes a method comprising communicating with a diagnostic unit to determine whether a transmission detected in a vehicle is classified as driver wireless device usage based on passenger data indicating whether a passenger is present in the vehicle, and alerting an owner of the vehicle upon classifying the transmission as driver wireless device usage.
  • FIG. 1 is a schematic diagram of an embodiment of a vehicle wireless transmission detection system.
  • FIG. 2 is a flowchart of an embodiment of a wireless transmission classification method.
  • FIG. 3 is a schematic diagram of an embodiment of an in-vehicle wireless transmission detection and shielding system.
  • FIG. 4 is a flowchart of an embodiment of a wireless transmission shielding method.
  • FIG. 5 is a diagram of an embodiment of the power usage of a wideband noise signal verses a narrow band noise signal sweep over a frequency band.
  • FIG. 6 is a schematic diagram of an embodiment of a network element (NE.)
  • the system may comprise a diagnostic unit positioned in the vehicle in communication with a remote rules engine.
  • the diagnostic unit may detect a wireless device transmission in the vehicle compartment and send transmission data to the rules engine to determine if the transmission should be classified as driver wireless device usage.
  • the diagnostic unit may also transmit passenger data indicating the occupancy of the vehicle and/or vehicle status data indicating the current vehicle status to assist in the classification.
  • the rules engine may exclude the transmission from classification as driver wireless usage (e.g. by classifying the transmission as nondriver wireless usage) and take no action if the transmission occurred while the vehicle engine was off, if the transmission occurred while the vehicle was stationary, and/or if the transmission occurred while the diagnostic unit was communicating with the rules engine.
  • the diagnostic unit may receive vehicle status data from a vehicle diagnostic port and/or a global positioning system (GPS).
  • the rules engine may also classify a transmission as nondriver wireless device usage if passenger data indicates a passenger was present in the vehicle at the time of the transmission. Passenger data may be received from the diagnostics port or other sensors such as seat belt sensors, seat pressure sensors, infrared sensors, biosensors, radio frequency identification (RFID) sensors, etc. When no exclusion exists, the rules engine may classify the transmission as driver wireless device usage.
  • the rules engine may then transmit real time alerts to the vehicle owner, signal the diagnostic unit to sound an alert in the vehicle, and/or initiate a shielding unit.
  • the shielding unit may transmit a noise signal to shield the transmission.
  • the noise signal may be transmitted across a plurality of frequency bands, across a frequency band associated with an uplink of the transmission, across a frequency band associated with a downlink of the transmission, and/or at a specific frequency used during the transmission.
  • FIG. 1 is a schematic diagram of an embodiment of a vehicle wireless transmission detection system 100.
  • Vehicle wireless transmission detection system 100 may comprise a diagnostic unit 110, which may be positioned in a vehicle 150.
  • the diagnostic unit 110 may be configured to communicate with a rules engine 120 to determine whether a transmission detected in the vehicle 150 should be classified as driver wireless device usage or nondriver wireless device usage.
  • the system 100 may further comprise a transmission detector 112 configured to detect transmissions by a wireless device 130, a vehicle diagnostic port 116 configured to output data related to the vehicle 150, a passenger detection unit 114, and a GPS receiver 118.
  • the diagnostic unit 110 may receive data from the transmission detector 112, vehicle diagnostic port 116, passenger detection unit 114, and a GPS receiver 118 and transmit such data to the rules engine 120 via a transceiver (Tx/Rx) 119 connected to the diagnostic unit and a Tx/Rx connected to the rules engine 120.
  • Tx/Rx transceiver
  • Vehicle 150 may comprise any automobile such as a car, truck, semi-truck, etc. Most modern automobiles comprise computer systems that monitor the status of the vehicle at a specified time. Data related to vehicle status may be output to the diagnostic unit 110 via the vehicle diagnostic port 116.
  • a vehicle diagnostic port 116 may be standard equipment on most modern vehicles (e.g. produced after 1996).
  • a vehicle diagnostic port 116 may comprise an onboard diagnostics (OBD) port, an OBD II port, a controller area network (CAN) bus port, etc.
  • OBD onboard diagnostics
  • CAN controller area network
  • Vehicle diagnostic port 116 may be configured to transmit vehicle status data to any connected device. Vehicle status data may include information about the vehicle's automotive systems such as an engine, transmissions, etc., information regarding the vehicle's 150 position, and/or other vehicle status information.
  • vehicle status data may include indications of whether the engine is operational or not at a specified time, whether the transmission is engaged at a specified time, whether an airbag has deployed, whether emergency, whether the vehicle's emergency brake is engaged, whether the vehicles hazard lights are engaged, etc.
  • the vehicle diagnostic port 116 may also be configured to transmit data regarding vehicle systems that may indicate vehicle occupancy, which may be interpreted as passenger data.
  • a vehicle diagnostic port 116 may be configured to transmit data indicating whether an airbag is engaged in a passenger seat, whether a safety restraint (e.g. seat belt) is engaged, whether a pressure sensors indicates a passenger seat is occupied.
  • the diagnostic unit 110 may be connected to the vehicle diagnostic port 116 and may receive any vehicle status data and/or passenger data as input.
  • the diagnostic unit 110 may also be connected to a passenger detection unit 114.
  • the passenger detection unit 114 may be a sensor installed in the vehicle to detect passenger data.
  • a passenger detection unit 114 may comprise an infrared sensor configured to indicate if body heat is present in the passenger seat, if weight is present in the passenger seat, if a passenger seat belt is engaged, etc.
  • the passenger detection unit 114 may comprise an RFID sensor configured to sense the presence of RFID transmitters, for example, positioned in employee badges.
  • the passenger detection unit 114 may comprise a biometric sensor such as a retinal scanner, a fingerprint scanner, etc.
  • a vehicle 150 door may be designed to remain locked until a passenger registers with the vehicle 150 via a biometric scan.
  • the passenger detection unit 114 may transmit passenger data to the diagnostic unit 110.
  • the passenger data may indicate the number of occupants in the vehicle 150 at a specified time, the location of the occupants in the vehicle 150, whether a passenger is present in the vehicle 150 passenger seat, etc.
  • the diagnostic unit 110 may also be connected to a GPS receiver 118.
  • the GPS receiver 118 may receive GPS signals from GPS satellites and determine the location of the vehicle 150 at a specified time.
  • the GPS receiver 118 may transmit the vehicle location to the diagnostic unit 110 as vehicle status data.
  • the diagnostic unit 110 may use the data from the GPS receiver 118 to determine whether the vehicle 150 is in motion at a specified time and/or the speed of the vehicle 150 at a specified time.
  • the diagnostic unit 110 may also be connected to a transmission detector 112, which may comprise any antenna tuned to receive and/or detect a wireless signal from wireless device 130.
  • the transmission detector 112 may be an antenna configured to detect wireless signals over bands of frequencies commonly used for wireless transmissions such as Global System for Mobile Communications (GSM) signals, Code division multiple access (CDMA) signals, Universal Mobile Telecommunications System (UMTS) signals, Institute of Electrical and Electronics Engineers' (IEEE) 802.11 standard (Wi-Fi) signals, Worldwide Interoperability for Microwave Access (WiMAX) signals, 3rd Generation Partnership Project (3GPP) signals and/or any other signals commonly used by a wireless device 130 that may be available to a vehicle driver.
  • GSM Global System for Mobile Communications
  • CDMA Code division multiple access
  • UMTS Universal Mobile Telecommunications System
  • IEEE Institute of Electrical and Electronics Engineers'
  • Wi-Fi Worldwide Interoperability for Microwave Access
  • 3GPP 3rd Generation Partnership Project
  • the transmission detector 112 may transmit any detected wireless signals (e.g. signals from wireless device 130) and/or data related to the wireless signals to the diagnostic unit 110 unit as transmission data.
  • the transmission detector 112 may transmit the detected signal directly to the diagnostic unit 110 or may perform signal analysis on the signal and transmit the results of the analysis (e.g. data indicating a transmission occurred at a specified frequency) to the diagnostic unit 110.
  • the diagnostic unit 110 may communicate with the rules engine 120 via Tx/Rx 119.
  • Tx/Rx 119 may comprise a transmitter for generating transmission signals, a receiver for receiving transmission signals, and at least one antenna for sending signals to and/or receiving signals from the rules engine 120 via Tx/Rx 129 (which may be similar to Tx/Rx 119).
  • Tx/Rx 119 may be configured to employ any wireless transmission technology that is also supported by Tx/Rx 129, for example, GSM.
  • the diagnostic unit 110 may maintain constant communication with the rules engine 120 or may contact the rules engine 120 only upon the occurrence of a predetermined event.
  • the diagnostic unit 110 may contact the rules engine 120 upon engine start, upon determining the vehicle 150 has left a certain geographic region (e.g. by analyzing GPS 118 data), upon determining the vehicle is in motion, upon receiving transmission data from the transmission detector 112, or upon any other event that may be of interest to the vehicle owner 150 and/or the system 100.
  • the diagnostic unit 110 may perform rudimentary signal processing on the transmission data from the transmission detector 112. For example, the diagnostic unit 110 may disregard detected signals if they appear to be too weak to come from inside the vehicle 150 and/or are detected outside an expected frequency band (e.g. background noise signals and/or signals not typically associated with a wireless device 130).
  • an expected frequency band e.g. background noise signals and/or signals not typically associated with a wireless device 130.
  • the diagnostic unit 110 may send any information to the rules engine 120 that may be of interest, such as transmission data, passenger data, vehicle status data, etc.
  • the diagnostic unit 110 may send all relevant data during each communication or may send only data that has changed since the last communication between the diagnostic unit 110 and the rules engine 120. In addition or in the alternative, the diagnostic unit 110 may send data to the rules engine 120 upon request.
  • the rules engine 120 may be located remotely from vehicle 150 and may serve a plurality of diagnostic units 110.
  • the rules engine 120 may communicate with the diagnostic unit 120 via Tx/Rx 129 which may be any device configured to communicate with Tx/Rx 119, for example, a base station.
  • the rules engine 120 may be configured to receive transmission data, passenger data, and/or vehicle status data from the diagnostic unit 110 and classify a detected transmission as driver wireless device usage or nondriver wireless device usage.
  • the rules engine 120 may classify any transmissions as nondriver wireless device usage based on passenger data, for example, if a passenger is present in the vehicle, if a passenger is present in the passenger seat, if the occupancy of the vehicle 150 is greater than one, etc.
  • the rules engine 120 may also classify any transmissions as nondriver wireless device usage based on vehicle status data, for example, if the vehicle 150 engine is off, if the vehicle 150 is stationary, etc.
  • the rules engine 120 may also classify any transmissions as nondriver wireless device usage by comparing the transmission data to the timing of communications between the rules engine 120 and the diagnostic unit 110 (e.g. to filter out detected system 100 communications). If a detected transmission cannot be classified as nondriver wireless device usage, the transmission may be classified as driver wireless device usage.
  • the rules engine 120 may notify the vehicle 150 owner, for example, via email, text message, phone, mail, or any other contact method.
  • the rules engine 120 may cause a notification to be sent immediately or may cause the occurrence of the driver wireless device usage to be stored so that a report of all occurrences of driver wireless device usage may be sent to the vehicle 150 owner at once.
  • an owner of a fleet of vehicles 150 may receive a monthly report of driver wireless device usage comprising the date, time, the vehicle 150, type of transmission detected, etc.
  • the rules engine 120 may also send commands to the diagnostic unit 120 in response to the classification.
  • the diagnostic unit 110 may comprise an alarm, a light, or other alert system, and the rules engine 120 may send a command to the diagnostic unit 110 to engage the alert system to warn the vehicle driver that driver wireless device usage has been detected.
  • the diagnostic unit 110 may comprise an audio and/or video recorder which may be positioned to record the driver's seat of the vehicle 150.
  • the rules engine 120 may send a command to engage the recorder(s) and return any recording to the rules engine 120 for storage and/or notification to the vehicle 150 owner.
  • the diagnostic unit 110 and the rules engine 120 may communicate to classify wireless transmissions, report improper wireless device use by a vehicle 150 driver, and/or discourage continued improper wireless device via alarm systems.
  • the diagnostic unit 110 may also be connected to one or more optional sensors 117.
  • the optional sensors 117 may provide additional vehicle status data, transmission data, and/or passenger data that may provide context for a transmission and may be of use in classifying a transmission as nondriver wireless device usage.
  • optional sensors 117 may comprise an accelerometer configured to measure a vehicle crash and/or changes in engine vibration. Accelerometer measurements may be sent to the rules engine 120 as vehicle status data. In the event of a crash or unusual engine activity (e.g. as measured by optional sensors 117 and/or by the vehicle diagnostic port 116), wireless transmissions may be deemed acceptable under the circumstances and may be classified as nondriver wireless device usage.
  • the optional sensors 117 may comprise a sensor configured to detect hands free wireless signals, such as a detector configured to detect BluetoothTM communications. Wireless device usage may be deemed acceptable when a driver is using a wireless device in hands free mode.
  • the rules engine 120 may classify a transmission as nondriver wireless device usage if the transmission corresponds to a detected hands free signal received from an optional sensor 117 via the diagnostics unit 110.
  • Rules engine 120 may be positioned outside of the vehicle 150 to allow the rules engine 120 to service a plurality of diagnostic units 110. Employing a centralized rules engine 120 may also allow updates to rules engine 120 rules to easily propagate over a system 100 comprising a plurality of vehicles 150 and/or diagnostic units 110. Employing a centralized rules engine 120 may also reduce the complexity of the diagnostic unit 110, which may reduce costs on a per vehicle 150 basis. However, the rules engine 120 may also be positioned in the vehicle 150 and/or in the diagnostic unit 110. In such case, the rules engine 120 may be dedicated to a particular diagnostic unit 110 and/or vehicle 150 and updated manually and/or remotely via Tx/Rx 119 and/or 129.
  • the rules engine 120 may operate as a plurality of network nodes. For example, a portion of rules engine 120 may be positioned locally in the vehicle and a portion of the rules engine 120 may be positioned remotely (e.g. operating on a server, server cluster, virtual machine, server cloud, etc.)
  • the diagnostic unit 110 may forward a data package to the local rules engine 120 for analysis.
  • the data package may include transmission data as well as any other relevant data, such as passenger data, vehicle status data, etc.
  • the local rules engine 120 may determine whether the wireless device usage is acceptable and/or driver wireless device usage.
  • the local rules engine 120 may log the event and/or transmit a log to the remote rules engine 120, for example via Tx/Rx 119 and 129.
  • the remote rules engine 120 may also log the event and may send an alert to the vehicle's owner, for example via email, text message, automated call, etc.
  • the alert may invite the owner to log into the remote rules engine 120, for example via a button, a link, a Personal Identification Number (PIN) number, etc.
  • the owner may review the event and may determine to send an alert (e.g. automated message, call, alarm, etc.) to the driver in real time.
  • the remote rules engine 120 may receive instructions from the vehicle owner and forward the instructions to the local rules engine 120 via a data packet transmitted across Tx/Rx 119 and 129.
  • the local rules engine 120 may receive the owner instructions and alert the driver based on the owners instructions.
  • FIG. 2 is a flowchart of an embodiment of a wireless transmission classification method 200, which may be implemented on a rules engine 120, diagnostic unit 110 and/or combinations thereof.
  • method 200 may receive transmission data, passenger data, and or vehicle status data and proceed to step 203.
  • the transmission data may comprise data related to a detected wireless transmission
  • the passenger data may comprise data related to the occupancy of a vehicle such as vehicle 150
  • the vehicle status data may comprise information regarding the status of the vehicle's 150 systems, vehicle position, etc.
  • the method 200 may proceed to step 210 if the engine is off (e.g. based on vehicle status data from a vehicle diagnostic port 116) and classify the detected transmission as nondriver wireless device usage.
  • the method 200 may proceed to step 205 if the engine is not off (e.g. in operation) and determine if the vehicle is stationary.
  • the method 200 may proceed to step 210 if the vehicle is stationary (e.g. based on vehicle status data from a GPS receiver 118) or proceed to step 207 if the vehicle is not stationary (e.g. in motion).
  • the method may filter out system communications (e.g. communications between a rules engine 120 and a diagnostic unit 110.) If the detected transmission occurred at about the same time as a known system communication, the detected transmission may be the system communication.
  • the method may proceed to step 210 if the transmission is a system communication and step 209 if the transmission is not a system communication.
  • the method may review the passenger data (e.g. from vehicle diagnostic port 116, passenger detection unit 114, etc.) and determine whether there are passengers in the vehicle. For example, the method 200 may determine if there is a passenger in the vehicle passenger seat. The method may proceed to step 210 if a passenger is present. As such, the method 200 may assume any wireless transmissions made when a passenger is present are made by the passenger and not by the driver and may classify such transmissions as nondriver wireless device usage. If the detected transmission received at step 201 cannot be classified as nondriver wireless device usage at step 210 based on the determinations made at steps 203, 205, 207, and/or 209, the method may proceed to step 220 and classify the detected transmission as driver wireless device usage.
  • the passenger data e.g. from vehicle diagnostic port 116, passenger detection unit 114, etc.
  • the method may notify the vehicle owner of the driver wireless device usage at step 221. As discussed above, the method may also save and/or aggregate the driver wireless device usage for a report and/or alert the driver via an alarm.
  • FIG. 3 is a schematic diagram of an embodiment of an in-vehicle wireless transmission detection and shielding system 300.
  • System 300 may comprise a vehicle 350, a diagnostic unit 310, a Tx/Rx 319, a transmission detector 312, a vehicle diagnostic port 316, a passenger detection unit 314, a GPS receiver 318, optional sensors 317, a rules engine 320, and a Tx/Rx 329, which may be substantially similar to vehicle 150, a diagnostic unit 110, a Tx/Rx 119, a transmission detector 112, a vehicle diagnostic port 116, a passenger detection unit 114, a GPS receiver 118, optional sensors 117, a rules engine 120, and a Tx/Rx 129 and may be used to classify wireless transmissions by wireless device 330, which may be substantially similar to wireless device 130.
  • System 300 may further comprise a shielding unit 340 connected to the diagnostic unit 310.
  • the rules engine 320 may command the diagnostic unit 310 to engage the shielding unit 340.
  • Shielding unit 340 may generate a noise signal to shield the detected transmission and transmit the noise signal in the vehicle using antenna 342.
  • Shielding as used herein may mean to interrupt an ongoing transmission and/or prevent the initiation of a transmission (e.g. by interrupting a communications handshake.)
  • the noise signal may be transmitted across all commonly used frequency bands to shield all transmissions.
  • the noise signal may be limited to an electric field strength of about 200 microvolts per meter or less (e.g.
  • the field strength limit of 200 microvolts may be employed when shielding signals in frequency bands of about 700 MHz and about 850 MHz and the 500 microvolts field strength limit may be employed when shielding signals in frequency bands of about 1900 MHz and about 2100 MHz.
  • the noise signal transmission may be limited to a range of about 0.5 seconds to about 3 seconds, which may be sufficient time to shield an ongoing transmission.
  • the system 300 may shield signals in a targeted manner to reduce the possibility of affecting transmissions of other wireless device users positioned outside of the vehicle 350.
  • the wireless device 330 may transmit a signal to the tower which may be referred to as an uplink and may receive a signal which may be referred to as a downlink.
  • the rules engine 330 may determine the frequency of the transmission uplink based on the transmission data received from the diagnostic unit 310 as measured by the transmission detector 312.
  • the rules engine 330 may command the diagnostic unit 310 to engage the shielding unit 340 to transmit a noise signal of the same frequency as the uplink signal and/or a noise signal across a frequency band that encompasses the frequency of the uplink signal.
  • the rules engine 330 may be aware that an uplink frequency band is associated with one or a small number of downlink frequency bands based on the wireless networks commonly deployed in a specified geographic region.
  • the rules engine 330 may command the diagnostic unit 310 to engage the shielding unit 340 to transmit a noise signal across the downlink frequency band(s) associated with the uplink frequency band that comprises the frequency of the uplink transmission as detected by the transmission detector 312.
  • GSM and/or CDMA systems may employ a frequency band ranging from about 824 megahertz (MHz) to about 849 MHz as an uplink frequency band and a frequency band ranging from about 869 MHz to about 894 MHz as a downlink frequency band.
  • GSM and/or CDMA systems may employ a frequency band ranging from about 1850 MHz to about 1910 MHz as an uplink frequency band and a frequency band ranging from about 1930 MHz to about 1990 MHz as a downlink frequency band. If a detected transmission comprises a frequency between about 824 MHz and about 849 MHz, the rules engine 330 may command the diagnostic unit 310 to engage the shielding unit 340 to transmit a noise signal across the frequency band ranging from about 869 MHz to about 894 MHz.
  • the rules engine 330 may command the diagnostic unit 310 to engage the shielding unit 340 to transmit a noise signal across the frequency band ranging from about 1930 MHz to about 1990 MHz.
  • the rules engine 320, diagnostic unit 310, and/or the shielding unit 340 may exclude a transmission from classification as driver wireless device usage and/or override an instruction to shield a signal to allow a driver to access emergency services (e.g. emergency calls to a police station.)
  • the rules engine 320, diagnostic unit 310, and/or the shielding unit 340 may determine to reclassify a transmission and/or override a shielding instruction in the event of a crash (e.g. vehicle 350 hazard lights are on, vehicle 350 airbags are deployed, optional sensor 317 detects shock consistent with a crash, vehicle 350 emergency brake active, etc.
  • shielding may be discontinued automatically and/or by action of the driver to allow for communication with emergency services.
  • FIG. 4 is a flowchart of an embodiment of a wireless transmission shielding method 400, which may be implemented by a rules engine 320, diagnostic unit 310 and/or a shielding unit 340.
  • the method 400 may detect a wireless transmission, for example, an uplink transmission measured by transmission detector 312.
  • the method 400 may send transmission data, passenger data, and/or vehicle status data to a rules engine.
  • the transmission data may comprise data indicating the frequency and/or frequency band of the transmission (e.g. the uplink frequency and/or uplink frequency band).
  • the method 400 may receive instructions to shield the detected transmission signal.
  • the instructions may comprise an indication of the frequencies and/or frequency bands to be shielded.
  • the method may determine if there is an override condition present (e.g. hazard lights engaged, airbags deployed, crash detected, etc.)
  • the method 400 may proceed to step 409 and discard the instruction to shield the detected transmission if an override condition is present.
  • the method 400 may proceed to step 407 if no override condition is present.
  • the method 400 may engage a shielding unit (e.g. shielding unit 340) to transmit a noise signal to shield the detected transmission.
  • a shielding unit e.g. shielding unit 340
  • the noise signal may be transmitted across substantially all frequency bands used by wireless devices, a detected transmission's uplink frequency, a detected transmission's uplink frequency band, and/or at least one downlink frequency band associated with the detected transmission's uplink frequency and/or frequency band.
  • FIG. 5 is a diagram 500 of an embodiment of the power usage of a wideband noise signal 510 verses a narrow band noise signal sweep 520 over a frequency band, for example, as transmitted by shielding unit 340.
  • signal sweep 520 may comprise a plurality of pulses, which may shield a frequency band.
  • Wideband noise signal 510 may also shield substantially all of a frequency band of interest, but may use less power than signal sweep 520.
  • Wideband noise signal 510 may also employ a relatively constant maximum power level across the frequency band, which may prevent the transmission of high power level spikes that may unintentionally interfere with surrounding devices.
  • shielding unit 340 may employ wideband noise signal 510, narrow band noise signal sweep 520, or combinations thereof.
  • FIG. 6 is a schematic diagram of an embodiment of a NE 600, which may function as a node in network 100 and/or 300, for example, a diagnostic unit 110/310, a rules engine 120/320, and/or a shielding unit 340.
  • NE encompasses a broad range of devices of which NE 600 is merely an example.
  • NE 600 is included for purposes of clarity of discussion, but is in no way meant to limit the application of the present disclosure to a particular NE embodiment or class of NE embodiments. At least some of the features/methods described in the disclosure may be implemented in a network apparatus or component, such as an NE 600.
  • the NE 600 may be any device that transports frames through a network.
  • the NE 600 may comprise transceivers (Tx/Rx) 610, which may be transmitters, a receiver, or combinations thereof.
  • Tx/Rx 610 may be coupled to plurality of downstream ports 620 for transmitting and/or receiving frames from other nodes, a Tx/Rx 610 coupled to plurality of upstream ports 650 for transmitting and/or receiving frames from other nodes and/or antennas, and a processor 630 coupled to the Tx/Rxs 610 to process the frames and/or determine which nodes to send frames to.
  • the processor 630 may comprise one or more multi-core processors and/or memory devices 632, which may function as data stores.
  • the downstream ports 620 and/or upstream ports 650 may contain electrical and/or optical transmitting and/or receiving components.
  • a design that is still subject to frequent change may be preferred to be implemented in software, because re-spinning a hardware implementation is more expensive than re-spinning a software design.
  • a design that is stable that will be produced in large volume may be preferred to be implemented in hardware, for example, in an application specific integrated circuit (ASIC), because for large production runs the hardware implementation may be less expensive than the software implementation.
  • ASIC application specific integrated circuit
  • a design may be developed and tested in a software form and later transformed, by well-known design rules, to an equivalent hardware implementation in an application specific integrated circuit that hardwires the instructions of the software.
  • a machine controlled by a new ASIC is a particular machine or apparatus, likewise a computer that has been programmed and/or loaded with executable instructions may be viewed as a particular machine or apparatus.
  • R Ri + k * (R u - Ri), wherein k is a variable ranging from 1 percent to 100 percent with a 1 percent increment, i.e., k is 1 percent, 2 percent, 3 percent, 4 percent, 7 percent, 70 percent, 71 percent, 72 percent, 97 percent, 96 percent, 97 percent, 98 percent, 99 percent, or 100 percent.
  • Ri Ri + k * (R u - Ri)
  • k is a variable ranging from 1 percent to 100 percent with a 1 percent increment, i.e., k is 1 percent, 2 percent, 3 percent, 4 percent, 7 percent, 70 percent, 71 percent, 72 percent, 97 percent, 96 percent, 97 percent, 98 percent, 99 percent, or 100 percent.
  • any numerical range defined by two R numbers as defined in the above is also specifically disclosed. The use of the term "about” means ⁇ 10% of the subsequent number, unless otherwise stated.

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  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Multimedia (AREA)
  • Mobile Radio Communication Systems (AREA)
  • Traffic Control Systems (AREA)

Abstract

L'invention comprend un appareil comprenant une unité de diagnostic configurée pour communiquer avec un moteur de règles pour déterminer si une transmission détectée dans un véhicule est classifiée comme un usage du dispositif sans fil par le conducteur en fonction des données relatives aux passagers indiquant si un passager est présent dans le véhicule. L'invention comprend également un système comprenant une unité d'effet d'écran configurée pour transmettre un signal de bruit pour interrompre une transmission détectée dans un véhicule, et une unité de diagnostic configurée pour communiquer avec un moteur de règles pour déterminer si la transmission détectée est classifiée comme un usage du dispositif sans fil par le conducteur en fonction des données relatives aux passagers indiquant si un passager est présent dans le véhicule, et enclencher l'unité d'effet d'écran si la transmission est classifiée comme un usage du dispositif sans fil par le conducteur.
PCT/US2013/056317 2012-08-23 2013-08-23 Détection et effet d'écran de dispositif sans fil de véhicule WO2014031921A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
AU2013305618A AU2013305618B2 (en) 2012-08-23 2013-08-23 Vehicle wireless device detection and shielding
CA2882989A CA2882989A1 (fr) 2012-08-23 2013-08-23 Detection et effet d'ecran de dispositif sans fil de vehicule

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
US201261692467P 2012-08-23 2012-08-23
US61/692,467 2012-08-23
US13/776,255 US20130225092A1 (en) 2012-02-24 2013-02-25 Vehicle Wireless Device Detection and Shielding
US13/776,255 2013-02-25

Publications (1)

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WO2014031921A1 true WO2014031921A1 (fr) 2014-02-27

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PCT/US2013/056317 WO2014031921A1 (fr) 2012-08-23 2013-08-23 Détection et effet d'écran de dispositif sans fil de véhicule

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AU (1) AU2013305618B2 (fr)
CA (1) CA2882989A1 (fr)
WO (1) WO2014031921A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3179320A4 (fr) * 2014-08-07 2018-04-04 Launch Tech Company Limited Procédé et dispositif pour traiter des données de temps réel de déplacement de véhicule

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US20040215382A1 (en) * 1992-05-05 2004-10-28 Breed David S. Telematics system
US20070281603A1 (en) * 2003-09-29 2007-12-06 Nattel Group, Inc. Method for Automobile Safe Wireless Communications
US20100148920A1 (en) * 2008-12-15 2010-06-17 Earl Warren Philmon Automated presence detector for motor vehicles
US20100210254A1 (en) * 2009-02-13 2010-08-19 Charles Kelly System and Method for Regulating Mobile Communications Use by Drivers
US20110009107A1 (en) * 2009-05-08 2011-01-13 Obdedge, Llc Systems, Methods, And Devices For Policy-Based Control and Monitoring of Use of Mobile Devices By Vehicle Operators

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US8315617B2 (en) * 2009-10-31 2012-11-20 Btpatent Llc Controlling mobile device functions

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US20040215382A1 (en) * 1992-05-05 2004-10-28 Breed David S. Telematics system
US20070281603A1 (en) * 2003-09-29 2007-12-06 Nattel Group, Inc. Method for Automobile Safe Wireless Communications
US20100148920A1 (en) * 2008-12-15 2010-06-17 Earl Warren Philmon Automated presence detector for motor vehicles
US20100210254A1 (en) * 2009-02-13 2010-08-19 Charles Kelly System and Method for Regulating Mobile Communications Use by Drivers
US20110009107A1 (en) * 2009-05-08 2011-01-13 Obdedge, Llc Systems, Methods, And Devices For Policy-Based Control and Monitoring of Use of Mobile Devices By Vehicle Operators

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3179320A4 (fr) * 2014-08-07 2018-04-04 Launch Tech Company Limited Procédé et dispositif pour traiter des données de temps réel de déplacement de véhicule

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CA2882989A1 (fr) 2014-02-27
AU2013305618B2 (en) 2016-07-28
AU2013305618A1 (en) 2015-04-09

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