Note: Descriptions are shown in the official language in which they were submitted.
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METHOD AND SYSTEM FOR VEHICLE EMISSIONS TESTING
THROUGH ON-BOARD DIAGNOSTICS UNIT INSPECTION
BACKGROUND OF THE INVENTION
The present invention relates to a method and system for vehicle emissions
testing, and, more
particularly, to a decentralized method and system that uses the On-Board
Diagnostics ("OBD")
unit of the vehicle to be tested, a method and system that combines the
security and reliability of
centralized emissions testing with the convenience of decentralized testing
programs.
Recognizing the adverse effects that vehicle emissions have on the
environment, the 1990 Clean
Air Act requires that communities in geographic regions having high levels of
air pollution
implement Inspection and Maintenance ("I/M") programs for vehicles in the
particular
geographic regions. Such I/M programs are intended to improve air quality by
periodically
testing the evaporative and exhaust systems of vehicles in the community and
ensuring their
proper operation and maintenance. By ensuring that the evaporative and exhaust
systems of
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vehicles are operational and properly maintained, air pollution resulting from
vehicle emissions
in the geographic region should be drastically reduced.
Currently, I/M programs in the United States typically employ some method of
"tailpipe" testing
as the primary means of inspection. Although there are several different
variations in common
tailpipe testing methods, the core function of tailpipe testing remains the
same. First, a probe is
attached to, or inserted into, the tailpipe of the vehicle being tested to
collect exhaust as the
engine of the vehicle is running. The collected exhaust is then introduced
into a series of gas
analyzers in order to determine its composition. Finally, a report of the
amount of measured
pollutants is generated.
Regardless of the specific tailpipe testing method used, all I/M programs can
be classified as
either centralized, decentralized, or a hybrid thereof. Centralized I/M
programs require that
vehicle owners take their vehicles to one of the community's centralized
inspection stations.
Each such inspection station is designed to maximize vehicle throughput
without sacrificing test
integrity and auditing ability. Since each inspection station in a centralized
program is typically
"test only" and often operated by an independent contractor retained by a
governmental body,
the inspection stations are generally very secure and serve as a deterrent to
fraudulent testing
practices. However, although centralized inspection stations offer the
statistical tracking and
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fraud deterrent that the governmental body might desire, they are ofren
criticized because they
are not necessarily convenient to vehicle owners. Indeed, a community may
decide in favor of
motorist convenience and opt for a decentralized tailpipe testing program.
In a decentralized IlM program, a greater number of inspection stations is
scattered throughout
the community. These inspection stations are often located within a private
business, such as a
mechanic's repair shop, and are administered by the private citizens employed
by the business.
Therefore, no single central entity supplies the equipment and personnel
required for the I/M
program.
While decentralized testing is well-suited for customer convenience, the
potential for fraudulent
and inadequate testing is much greater than in a centralized program. As such,
some practices
have been implemented to serve as a fraud deterrent in decentralized test
programs. For
example, certification of a decentralized inspection station is often
required. If a particular
inspection station was found to be purposely passing non-compliant vehicles,
its certification
could be revoked, thereby preventing it from legally administering vehicle
emissions tests. Of
course, since purchasing the equipment required for vehicle emissions testing
is an extremely
expensive endeavor, the loss of certification serves as a severe financial
disincentive to
fraudulent and inadequate testing practices. Furthermore, the private business
might also be
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stripped of other professional licenses or certifications required to operate
the business,
providing another disincentive to fraudulent and inadequate testing practices.
The Environmental Protection Agency ("EPA") has now developed a new mobile
source
emission factor model, referred to as MOBILE6, and has approved a new method
of vehicle
emission testing for use in I/M programs that makes use of the On-Board
Diagnostics ("OBD")
unit. This unit is installed on most of the vehicles manufactured since 1996
that are authorized to
be operated in the U.S. Specifically, the OBD unit is designed for
communication with an
electronic scanning device that is temporarily connected to the vehicle,
thereby allowing for
prompt and efficient identification of any vehicle components or devices which
the OBD unit
believes to be malfunctioning. Included among the components monitored by the
OBD unit are
the vehicle's evaporative and exhaust systems, the systems which are the
primary focus of I/M
programs and vehicle emissions testing.
As mentioned above, MOBILE6 is a new mobile source emission factor model
developed by the
EPA. MOBILE6 uses a series of mathematical algorithms to determine if a
community or
geographic region is in compliance with the federal standards for mobile
source (i.e., vehicular)
emissions. A major factor in this mathematical computation is the credit
assigned to the different
types of tailpipe testing methods and OBD testing. The MOBILE6 model favors
OBD testing,
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assigning a greater credit to such testing as compared to tailpipe testing
methods. The high
degree of credit assigned to OBD testing in the MOBILE6 model, along with its
relative ease of
use and low cost, make it a significant component of future I/M programs and
vehicle emissions
testing.
Of course, since OBD units are only installed on vehicle manufactured since
1996, OBD testing
may be implemented in conjunction with existing I/M programs that employ
tailpipe testing
methods. It is not difficult to envision this OBD testing being incorporated
into an existing
centralized I/M environment. Specifically, since the centralized inspection
stations are already
established, a vehicle owner would simply go to the inspection station as
before, but would have
the OBD testing performed rather than traditional tailpipe testing. As
mentioned above, since the
inspection stations in a centralized program are often operated by an
independent contractor
retained by a governmental body, the inspection stations are generally very
secure and serve as a
deterrent to fraudulent testing practices.
However, implementing OBD testing in a decentralized I/M program raises
serious issues
concerning fraudulent and inadequate testing practices. While a current
decentralized I/M
program employing tailpipe testing methods could be expanded to include OBD
testing, it could
be further expanded such that a vehicle owner would not need to go to a
mechanic or similar
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business for an emissions test. With OBD testing replacing traditional
tailpipe testing methods,
the amount of training and equipment needed to properly administer the test is
drastically
reduced. Whereas a skilled mechanic with properly maintained equipment was
required for
tailpipe testing methods, anyone with an OBD scanning device and a minimal
amount of training
can now perform OBD testing. Therefore, a private business or individual can
enter the
decentralized "test only" market for vehicle emissions testing without the
certification a
mechanic would earn and without the expensive equipment investment. In this
scenario, the
disincentives for fraudulently testing vehicles are greatly diminished.
Furthermore, there is also
a concern that unintentional passing of noncompliant vehicles will become more
prevalent due to
lack of supervision and training. Finally, while the administration of the OBD
testing is of
paramount importance, another concern arises with respect to data transfer. In
current
decentralized I/M programs, emission test data is often transferred from the
inspection stations to
a database at a central management facility via the Internet or dedicated
phone line. Since OBD
testing operations could be established with little financial investment,
there is no guarantee that
these operations would have facilities to securely and reliably transfer
emission test data to the
appropriate central management facility.
Such concerns cast a great deal of skepticism on the mass availability of
accurate and secure
OBD testing in a decentralized I/M environment. From the possibilities of
fraudulent testing
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practices and erroneous test results to the uncertainty of data reporting and
accuracy, there is
clearly a need for developing a structured approach to implementing OBD
testing in a
decentralized I/M environment.
It is therefore a paramount object of the present invention to provide a
decentralized method and
system for vehicle emissions testing that uses the OBD unit of the vehicle to
be tested, a method
and system that combines the security and reliability of centralized OBD
testing with the speed
and accessibility of decentralized testing programs.
'This and other objects and advantages of the present invention will become
apparent upon a
reading of the following description.
SUMMARY OF THE INVENTION
The present invention is a decentralized method and system for vehicle
emissions testing that
preferably uses the OBD unit of the vehicle to be tested, a method and system
that combines the
security and reliability of centralized emissions testing with the convenience
of decentralized
testing programs.
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A preferred implementation of the method and system of the present invention
includes a remote
overview or supervisory location in communication with a plurality of
decentralized inspection
stations or test locations. Supervisory personnel at the remote overview
location communicate
with the inspectors at the individual test locations through an Internet
connection, satellite
communications, or similar means of data transport. The remote overview
location operates
much like a bank of hotline operators. At the beginning of an emissions test,
the inspector at a
particular inspection location is randomly assigned to a test supervisor at
the remote overview
location. This test supervisor is in video and data communication with the
inspection location
and thus is able to monitor and audit all aspects of the OBD testing process,
including a review
of the actual test data. If there is any perceived impropriety in the testing
(e.g., suspicion of
fraud, inadequate testing, or equipment malfunction), the test supervisor can
disapprove of the
test and reject its results. Furthermore, the remote overview location also
preferably serves as a
central hub for the receipt of all data resulting from the emissions testing,
ensure that all
pertinent data is properly transferred to and received by the governmental
body that maintains
the vehicle inspection records.
DESCRIPTION OF THE FIGURES
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Figure 1 is a schematic view of a preferred implementation of the method and
system of the
present invention, including a remote overview or supervisory location in
communication with a
plurality of decentralized inspection stations;
5 Figure 2 is a view of one of the decentralized inspection stations in
accordance with the preferred
implementation of the method and system of the present invention;
Figure 3 is a flow chart depicting the general functionality of the preferred
implementation of the
method and system of the present invention; and
Figures 4-6 are representative examples of data screens displayed at the
remote overview
location on a conventional personal computer in the preferred implementation
of the method and
system of the present invention.
DETAILED DESCRIPTION OF THE INVENTION
The present invention is a decentralized method and system for vehicle
emissions testing that
uses the OBD unit of the vehicle to be tested, a method and system that
combines the security
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and reliability of centralized emissions testing with the convenience of
decentralized testing
programs.
Figure 1 is a schematic view of a preferred implementation of the method and
system of the
present invention, including a remote overview or supervisory location 10 in
communication
with a plurality of decentralized inspection stations or test locations 12A,
12B, 12C. Supervisory
personnel at the remote overview location 10 communicate with the inspectors
at the individual
test locations 12A, 128, 12C through an Internet connection, satellite
communications, or similar
means of data transport, generally indicated by reference numeral 14. Of
course, although a
single supervisory location 10 is illustrated in Figure l, multiple
supervisory locations could be
incorporated in to the method and system of the present invention without
departing from the
spirit and scope of the present invention. Similarly, although three
decentralized inspection
stations 12A, 12B, 12C are illustrated in Figure 1 for purposes of example, a
virtually infinite
number of inspection stations could be incorporated into the method and system
of the present
invention without departing from the spirit and scope of the present
invention.
Referring still to Figure l, the remote overview location 10 housing the
supervisory personnel is
intended to operate much like a bank of hotline operators. At the beginning of
an OBD test, the
inspector at a particular inspection location is randomly assigned to a test
supervisor at the
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remote overview location 10. This test supervisor will be in video, and
possibly audio
communication, with the inspector; thus, the test supervisor will be able to
monitor all aspects of
the OBD testing process. Furthermore, the remote overview location 10 will
also serve as a
central hub for the receipt of all data resulting from the OBD testing. This
enables the test
supervisors to ensure that all pertinent data (e.g., vehicle identification
information, test results,
etc.) has been properly transferred to and received by the governmental body
that maintains the
vehicle inspection records.
Referring now to Figure 2, each inspection location 12 is designed to allow
the inspector to
administer the OBD test and properly transfer data resulting from the test to
the test supervisor at
the remote overview location 10 (as shown in Figure 1 ). At the inspection
location 12, the
inspector will be provided with a mobile computing device 20 and associated
software that
preferably includes: integrated bar code recognition hardware and software;
substantially
portable digital video capture equipment; an OBD scanning device; one or more
displays for
viewing test procedures and results; and a means (preferably wireless) of
communicating with
data transfer equipment 22 (e., a radio transceiver). This data transfer
equipment 22 serves as the
link between the inspection location 12 and the remote overview location 10,
facilitating the
transfer of data and information between the inspection location 12 and the
remote overview
location 10, preferably though an Internet connection, satellite
communications, or similar means
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of data transport. Of course, other known means of data communication could be
used without
departing from the spirit and scope of the present invention.
Refernng now to the flow chart of Figure 3, in this preferred implementation
of the method and
system of the present invention, the OBD testing process commences when a
vehicle arrives at
the inspection location 12 for OBD testing, as indicated by block 100. Then,
as mentioned
above, a test supervisor at the remote overview location 10 is randomly
assigned to monitor the
testing, as indicated by block 102. In this regard, as shown in Figure 2, the
inspection location
12 is designed such that the vehicle to be tested can be observed by an
overview camera 24,
which relays substantially real-time video images of the vehicle and the
inspection location 12 to
the assigned test supervisor at the remote overview location 10 (as shown in
Figure 1 ) through
the data transfer equipment 22. The overview camera 24 is preferably
positioned in such a
manner that the make and model of the vehicle can be easily ascertained, and
such that the test
supervisor has a view of the interior of the vehicle. In this regard, and as
will become clearer
from the description that follows, it is only necessary that the overview
camera 24 be located
such that the test supervisor can view the position of the inspector inside
the vehicle; in other
words, the overview camera 24 need not provide a view of the interior of the
vehicle itself.
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Also, although not described in connection with the functionality illustrated
in Figure 3, it is
contemplated and preferred that a remote test supervisor can audit the
activities of a inspector at
any time by activating or turning on the overhead camera 24 (without the
knowledge of the
inspector) to capture a complete photographic history of the inspection. In
other words, the
overhead camera 24 would capture all activities of the inspector rather than
only the specific
activities described below with reference to the flow chart of Figure 3 and
the representative data
screens of Figure 4-6. Such auditing is used to ensure complete compliance
with all applicable
testing procedures.
l 0 Returning to the flow chart of Figure 3, the inspector must first verify
the identification of the
vehicle through the vehicle identification number ("VIN"). Specifically, by
using the bar code
recognition hardware and software that is integral to the mobile computing
device 20, the
inspector scans the bar-coded VIN, if available. If a bar-coded VIN is not
available or is
otherwise inaccessible, or if the inspector does not have the requisite bar
code recognition
hardware and software, it is also contemplated that the inspector be able to
manually enter the
VIN through a keyboard, touch screen, or similar input device. This
scanning/inputting of the
VIN is indicated by block 104 of Figure 3. Although not shown in the flow
chart of Figure 3,
VIN-decoding software associated with the mobile computing device 20 allows
for a derivation
of pertinent information about the vehicle being inspected, including the
manufacturer, make,
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and model year of the vehicle. The software then allows access to and
communication with a
database that allows for retrieval of all pertinent information about the
vehicle based on its VIN.
Such pertinent information is displayed for review by the inspector on a
standard computer
monitor or similar display associated with the mobile computing device 20 for
verification of the
5 identity of the vehicle. Specifically, as indicated by decision 106 of
Figure 3, the inspector
makes an initial determination as to whether the displayed information is
consistent with his
physical examination of the vehicle. If so, the testing procedure continues.
If not, the test can be
terminated.
10 The information derived from the VIN is also communicated to the test
supervisor at the remote
overview location 10 (as shown in Figure 1 ) through the data transfer
equipment 22 so that the
information can be compared against the image shown by the overview camera 24.
Alternatively, the test supervisor could independently access a database to
determine the
pertinent information about the vehicle based on its VIN to confirm the
accuracy of the
15 information transmitted from the test location 12. In any event, as
indicated by decision 108 of
Figure 3, the test supervisor confirms the displayed information is consistent
with the video
image of the vehicle. If so, the testing procedure continues. If not, the test
can be terminated.
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1G
Through such an identification and confirmation procedure, it is ensured that
the vehicle the
inspector claims to be inspecting is indeed the vehicle that is being tested.
In this preferred implementation of the method and system of the present
invention, to further
verify the identity of the vehicle, the inspector can use the digital video
capture equipment
(which is integrally linked to the mobile computing device 20 shown in Figure
2) to capture an
image of the vehicle's VIN, as indicated by block 110 of Figure 3. This image
is also
communicated to the test supervisor at the remote overview location 10 (as
shown in Figure 1 )
through the data transport equipment 22 as a further means of vehicle
identification. If the
displayed image of the VIN is consistent with the prior information and data,
as determined at
decision 112, the testing procedure continues. If not, the test can be
terminated. As a final note
with respect to the VIN, the image of the VIN can be retained for record-
keeping purposes
associated with the particular I/M program.
To provide a more complete understanding of the information and data that is
communicated to
the test supervisor, Figure 4-6 are representative examples of data screens
displayed at the
remote overview location 10 on a conventional personal computer in this
preferred
implementation of the method and system of the present invention. Referring
specifically to
Figure 4, with respect to the verification of the VIN, the test supervisor can
view a first image
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202 in the lower portion of the data screen 200a which is captured by the
overview camera 24 (as
shown in Figure 2), thus verifying that the inspector is acquiring the VIN
image from the proper
vehicle. Simultaneously, the test supervisor can view a second image 204 in
the lower portion of
the data screen 200a which is captured by the digital video capture equipment
to ensure that the
scanned or input VIN is the same as that displayed.
Furthermore, in this preferred implementation of the method and system of the
present invention,
to further verify the identity of the vehicle, the inspector can use the
digital vide capture
equipment (which is integrally linked to the mobile computing device 20 shown
in Figure 2) to
also capture an image of the vehicle's license plate, as indicated by block
114 of Figure 3. If the
displayed image of the license plate is consistent with the prior information
and data, as
determined at decision 116, the testing procedure continues. If not, the test
can be terminated.
As with the image of the VIN, the image of the license plate can also be
retained for record-
keeping purposes associated with the particular UM program.
Referring again to Figure 4, with respect to the verification of the license
plate, the test
supervisor can view a first image 206 in the lower portion of the data screen
200a which is
captured by the overview camera 24 (as shown in Figure 2), thus verifying that
the inspector is
acquiring the license plate image from the proper vehicle. Simultaneously, the
test supervisor
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can view a second image 208 of the license plate itself, as captured by the
digital video capture
equipment.
Once the identification of the vehicle has been appropriately verified through
examination and
recordation of the VIN and license plate, the inspector must get inside of the
vehicle, and connect
the OBD scanning device (which is integrally linked to the mobile computing
device 20 as
shown in Figure 2) to the OBD connector of the vehicle, as indicated by block
118 of Figure 3.
The OBD connector is usually located beneath the dashboard on the driver's
side of the vehicle,
or a similar, reasonably accessible location.
During the test, the inspector is first required to report the status of the
Malfunction Indicator
Lamp ("MIL") in several different situations. This series of steps is commonly
referred to as the
"bulb check." First, the MIL will be checked with the key switch in the "on"
position, but with
the engine off, as indicated by block 120 of Figure 3. As shown in Figure 4, a
first image 210 is
captured by the overview camera 24 (as shown in Figure 2) and displayed for
the remote
supervisor, thus verifying that the inspector is in the vehicle, and a second
image 212 of the
dashboard indicators is captured by the digital video capture equipment to
verify that the key
switch is in the "on" position, but the engine is off. Assuming the test
supervisor can verify this
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operation of the vehicle, as indicated by decision 122, the testing procedure
continues. If not, the
test can be terminated.
Then, the MIL is tested with the key switch "on" and the engine cranking, as
indicated by block
124 of Figure 3. As shown in Figure 4, a first image 214 is captured by the
overview camera 24
(as shown in Figure 2) and displayed for the remote supervisor, thus verifying
that the inspector
is still in the vehicle, and a second image 216 of the dashboard indicators is
captured by the
digital video capture equipment to verify that the key switch is in the "on"
position, with the
engine cranking. Assuming the test supervisor can verify this operation of the
vehicle, as
indicated by decision 126, the testing procedure continues. If not, the test
can be terminated.
This portion of the "bulb check" ensures that the MIL is functional and
operating properly.
After the first two portions of the "bulb check" have been completed, the
inspector will then turn
the engine on, in an idling mode, as indicated by block 128 of Figure 3. As
shown in Figure 4, a
first image 218 is captured by the overview camera 24 (as shown in Figure 2)
and displayed for
the remote supervisor, thus verifying that the inspector is still in the
vehicle, and a second image
220 of the dashboard indicators is captured by the digital video capture
equipment to verify that
the engine is idling. While the engine is running, the status of the MIL will
indicate if the OBD
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unit of the vehicle has detected any malfunctions. Furthermore, assuming the
test supervisor can
make this final verification, as indicated by decision 130 of Figure 3, the
actual OBD testing and
detailed reporting of such testing can be completed.
5 Completing the OBD testing process may be best understood by reference to
Figures 4-6, which
are representative examples of data screens displayed at the remote overview
location 10 for the
test supervisor. As described above, images captured by the overview camera 24
(as shown in
Figure 2) and the digital video capture equipment are displayed in the lower
portion of the data
screen 200a of Figure 4 for remote verification that the inspector has taken
all appropriate steps
10 in verifying the identity of the vehicle and conducting the inspection. In
the upper portion of the
data screen 200a of Figure 4 is a frame 230 that displays information about
various aspects of the
testing process. In this regard, there is a series of tabs, generally
indicated by reference numeral
232, that allows the test supervisor to select what type of information is be
displayed in the frame
230. In Figure 4, the tab labeled "General Information" 232a has been
selected. As a result,
15 displayed in the frame 230 is general information about the inspections
that the test supervisor
has been responsible for, including, for example, the number of inspections
completed, the
number of inspections accepted by the test supervisor, and the number of
inspections approved
or disapproved by the test supervisor.
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Although not shown in the Figures, by selecting the tab labeled "Vehicle
Information" 232b,
displayed in the frame 230 for review by the test supervisor is information
specific to the vehicle
being inspected. For example, it is contemplated and preferred that a
photograph or depiction of
the location of the OBD Data Link Connector ("DLC") for the particular vehicle
be displayed in
the frame 230 upon selection of tab 232b.
By selecting the tab labeled "OBD Test Information" 232c, displayed in the
frame 230 for
review by the test supervisor is information associated with the OBD test
itself, as shown in the
representative data screen 200b of Figure 5. Specifically, displayed in the
frame 230 are the
detailed results of the OBD test. A table 234 in the left pane of the frame
230 identifies the
condition of the "readiness codes" reported by each electronic control unit
("ECU") of the
vehicle. In this regard, vehicles may be equipped with more than one ECU. In
this example, the
vehicle being inspected is equipped with two ECUs. As shown in the
representative example of
Figure 5, the test supervisor can view the readiness codes and confirm that
the examination of
each of the vehicle components relevant to emissions testing has been
completed. A window
236 in the right pane of the frame 230 displays any diagnostic trouble code
("DTC"), as well as
the commanded status of the MIL. In the representative example of Figure 5, no
such trouble
codes have been reported and displayed to the test supervisor. Referring again
to the flow chart
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of Figure 3, such review of the OBD test information by the test supervisor is
indicated by box
132.
Finally, by selecting the tab labeled "Inspection Approval \ Denial" 232d, the
test supervisor can
approve or deny the inspection, as shown in the representative data screen
200c of Figure 6. As
shown in the frame 230 of Figure 6, the test results are summarized, including
indication of the
status of the MIL at all relevant stages of the test and confirmation of the
positive conditions of
the readiness codes. Assuming that the test supervisor observed no irregular
activities during
the testing process, by selecting the button labeled "Approve" 240, the test
supervisor can
approve the test, and such approval is communicated to the inspector. If the
test supervisor
determines that the OBD test was not proper (e.g., suspicion of fraud,
inadequate testing, or
equipment malfimction), he can select the button labeled "Disapprove" 242.
Although not
shown in the Figures, it is contemplated and preferred that selection of the
"Disapprove" button
would cause a second window to be displayed in the frame 230 to allow the test
supervisor to
select or enter specific comments or reasons for the disapproval of the test
for communication
back to the inspector and for purposes of record-keeping. Referring again to
the flow chart of
Figure 3, the decision as to whether to accept or reject the OBD inspection is
indicated by
decision 134.
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Although the disapproval described above is made at the conclusion of the
testing process, as
mentioned above and described with reference to Figure 3, the testing
procedure may be
terminated at various decisional points, not only at the end of the testing
process. In this regard,
through the software interface and selection of the tab labeled "Inspection
Approval \ Denial"
232d (as shown in Figure 6), the test supervisor can terminate the test at any
time.
In any event, after approval or disapproval of the OBD test and the exchange
of any additional
information (e.g., an encrypted compliance certificate number, sticker number,
etc.), the
communication link between the inspector and the remote test supervisor is
severed or otherwise
disconnected, and the test supervisor is then available to monitor another
test location. And, as
mentioned above, any data to be retained for record-keeping purposes
associated with the
particular I/M program is saved and stored at the remote overview location 10.
This data can be
subsequently transmitted to a data management facility the governmental body
has chosen to
track inspection records and results.
As a further refinement of the above-described method and system, throughout
the OBD testing
process, it is contemplated and preferred that the software associated with
the mobile computing
device 20 be capable of providing answers to frequently asked questions that
the inspector may
have. Furthermore, if more in-depth information is required due to equipment
malfunction, etc.,
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it is contemplated and preferred that the inspector will also be able to
solicit feedback from the
test supervisor, such as, for example, the location of the OBD connector. Such
communication
may be in the form of audio communications with the test supervisor and/or
other modes of
communication. Such communications may be accomplished in conjunction with the
transfer of
data and information through the above-described data transfer equipment 22
between the
inspection location 12 and the remote overview location 10. Alternatively,
such communications
could be separate and apart from the data communication, such as audio
communications
through a telephone line. Similarly, through such communications, the remote
test supervisor
would be able to contact the inspector should the need arise.
As another refinement, it is contemplated and preferred that each inspection
location be outfitted
with the proper equipment to accept the test fee from the vehicle owner.
Facilities for
verification of the test results, such as a receipt or vehicle inspection
report, are also preferably
provided at the inspection location.
Finally, although the method and system of the present invention has been
described for use with
OBD testing, its application is not limited to OBD testing and indeed can be
used in connection
with other forms of decentralized vehicle emissions testing.
CA 02403417 2002-12-16
F&K 1416-02-00
It will be obvious to those skilled in the art that other modifications may
also be made to the
preferred embodiment described herein without departing from the spirit and
scope of the present
invention.
