Note: Descriptions are shown in the official language in which they were submitted.
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REMOTE MONITORING AND CONTROL OF
A MOTORIZED VEHICLE
TECHNICAL FIELD
This invention relates to the field of remote
monitoring and control of motorized vehicles and, in
particular, to a system for enabling motorized vehicle
control, fleet management, and dispatch control using an
interface with an onboard diagnostic port of a motorized
vehicle.
BACKGROUND OF THE INVENTION
The on-demand monitoring and tracking of motorized
vehicles is greatly facilitated by computer systems and
wireless communications over cellular or satellite
networks . The number of tasks that may be performed with
computerized equipment onboard a motorized vehicle has
grown with the attendant technology. In particular, the
provision of services to users of, and the tracking of,
motorized vehicles is taught in U.S. Pat. No. 6, 240, 365,
entitled AUTOMATED VEHICLE TRACKING AND SERVICE PROVISION
SYSTEM, which issued to Bunn et al. on May 29, 2001.
According to Bunn, a number of sensors and actuators of a
vehicle, a global positioning system (GPS)
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sensor, an interface with a cellular phone network, and a
user interface, are controlled by a processor in the
vehicle.
The context chosen to illustrate Bunn's system
involves a fleet of rental vehicles. The sensors and
actuators are accordingly used to non-intrusively report
status and position of the vehicle to a headquarters, and
to enable service features to a user of the vehicle. In
particular the non-intrusive monitoring of vehicle damage
using a plurality of motion and impact sensors, and the
facilitation of messaging and communication services for
the user, are effected in accordance with Bunn et al.
Non-intrusive interrogation of the vehicle is also
performed at the headquarters to ensure the safe condition
and operation of the vehicle, and improve the safety for
the user. If needed, a voice synthesizer component of the
user interface is activated to warn the vehicle user of
potential problems. Bunn's invention further provides the
headquarters with an ability to disable or enable the
ignition of the vehicle and to access a plurality of
sensors and actuators connected to the processor.
Because of the nature of the control and
monitoring Bunn implements, and difficulties associated
with accessing a vehicle data communications bus installed
on respective motorized vehicles, Bunn provides a secondary
wiring harness to directly interconnect the processor with
selected vehicle devices, and systems that Bunn desires to
control. Consequently, each new vehicle added to the fleet
must be retrofitted with the secondary wiring harness, as
well as a plurality of sensors and actuators. As is well
known in the art, such retrofits are time-consuming and
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expensive, even if a relatively small number of sensors and
actuators are used.
Installing, troubleshooting and removing the fleet
tracking and service provision system is made difficult by
the inclusion of the secondary wiring harness. As many
fleet managers prefer to use a vehicle for only a part of
the vehicle's service life, removal is desirable. Removal
of the fleet tracking and service provision system is
time-consuming and likely leaves at least parts of the
secondary wiring harness in the vehicle. Furthermore, the
adaptation of the devices for joint control over particular
vehicle units may lead to problems in maintaining and
troubleshooting the original equipment wiring harness for
the vehicle's data communications bus.
Problems associated with after-market over-wiring
of a security system for enabling secondary control and
monitoring of vehicle devices are recognized by Kenneth E.
Flick in United States Patent No. 6,243,004, entitled
VEHICLE SECURITY SYSTEM WITH INDUCTIVE COUPLING TO A
VEHICLE HAVING A DATA COMMUNICATIONS BUS AND RELATED
METHODS, which issued on June 5, 2001. According to Flick,
a security system can control and monitor systems and
devices interconnected by the vehicle's data communications
bus. The devices in the vehicle are monitored and
controlled indirectly via inductive couplings to the
vehicle's data communications bus. Installation and removal
is complicated by the fact that a plurality of inductive
couplings may be required, one for each vehicle sub-system.
Consequently the inductive couplings must be strategically
placed, which requires skilled installation technicians
with detailed knowledge of the structure of the vehicle's
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data communications bus. Moreover as manufacturers
generally make changes to vehicle data communications buses
on each new model year, substantial revision to Fli.ck's
system may be required each year, which likewise increases
the cost and the need for skilled labor.
A gateway for interfacing a vehicle's data
communications bus with an "intelligent transport system"
data bus (IDB) is explained in Automotive Multimedia
Interface Collaboration's "OEM to IDB-C Gateway
Specification" 3003-0-0. This document describes a means
for integrating a vehicle's data communications bus with
the IDB, which can be used for communications,
entertainment, navigation, etc. The gateway is not intended
to facilitate control of core vehicle functions, but does
enable access to central vehicle functions in order to
enhance communications and entertainment using devices
connected to the vehicle's data communications bus. A
separate gateway for accessing the vehicle's data
communications bus leaves a diagnostic port for use by
service technicians. The devices, systems and functions
fleet managers need to control and monitor, may not all be
supported by the gateway. Moreover most existing fleet
vehicles do not include such a gateway, and retrofitting
vehicles is costly and complicated.
It is also known in the art to use computerized
equipment for accessing an onboard diagnostic interface in
order to receive status information from the onboard
diagnostic system, and to provide control over non-critical
vehicle systems. United States Patent No. 6,202,008
entitled VEHICLE COMPUTER SYSTEM WITH WIRELESS INTERNET
CONNECTION, which issued to Beckert et al. on
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March 13,,2001, teaches that a computer system for a
vehicle can be connected to an onboard diagnostic system
interface in some undisclosed manner. The onboard
diagnostic system interface is one of a plurality of
peripheral devices adapted to connect to a USB hub, which
is connected with the computer system. The purpose of
Beckert's system is to enable a person in the motorized
vehicle to access computer functionality of numerous
systems often found in motorized vehicles, through a single
presentation module. The computer system executes
communications, entertainment, security, and vehicle
diagnostic applications. To enhance functionality, the
system is interconnected with the Internet via wireless
communication.
. While it is evident that the value of enabling
motorized vehicle control, fleet management and dispatch
has been recognized, the systems for enabling fleet
management have required modification in one form or
another of individual motorized vehicles in the fleet. This
impedes the process of bringing a new vehicle into the
fleet and increases startup costs. Furthermore, when a
vehicle is removed from the fleet, the modifications are
preferably reversed or restored, which likewise delays the
process and contributes to expenses.
There therefore exists a need for an apparatus for
enabling a system for managing a fleet of motorized
vehicles that may be installed at minimal cost and effort
by avoiding a reliance upon auxiliary wiring.
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SL11~IARY OF THE INVENTION
In accordance with a first broad aspect, the present
invention seeks to provide a method, comprising using a
login module to authenticate an operator of a vehicle;
and using a communications and control hub connected to
the login module to activate an ignition of the vehicle
by sending a command signal to a powertrain processor of
the vehicle via a vehicle data communications bus if the
operator is authenticated.
In accordance with a second broad aspect, the
present invention seeks to provide a login module for
connection to a communications and control hub in a
vehicle. The login module comprises means for receiving
input from a potential operator of the vehicle; and means
for authenticating the potential operator of the vehicle
on a basis of the input and, responsive to successful
authentication of the potential operator of the vehicle,
causing the communications and control hub to send a
command signal instrumental in enabling a vehicle
function.
The vehicle function may be, for example, a vehicle
ignition or an ability to unlock vehicle brakes.
In accordance with a third broad aspect, the present
invention seeks to provide a combination, which comprises
a communications and control hub having control over a
function of a vehicle and a login module connected to the
communications and control hub. The login module is
adapted for authenticating a potential operator of the
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vehicle and, responsive to successful authentication of
the potential operator of the vehicle, causing the
communications and control hub to send a signal
instrumental in enabling the vehicle function.
The combination may further comprise an external
sensor connected to the communications and control hub,
where the external sensor comprises means for monitoring
a condition of the vehicle to generate an indication of a
suspected presence of the potential operator of the
vehicle and providing said indication to the
communications and control hub. The communications and
control hub may comprise means responsive to said
indication, for determining whether authentication is
required and disabling the vehicle function in response
to determining that authentication is required.
In accordance with a fourth broad aspect, the
present invention seeks to provide a method of
controlling a vehicle function. The method comprises
using a login module to perform authentication of a
potential operator of the vehicle and, responsive to
successful authentication of the potential operator of
the vehicle, enabling the vehicle function.
In accordance with a fifth broad aspect, the present
invention seeks to provide a combination that comprises a
communications and control hub having control over a
function of a vehicle; and an external sensor connected
to the communications and control hub, the external
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sensor comprising means for monitoring a condition of the
vehicle to generate an indication of a potential change
in vehicle operator and providing said indication to the
communications and control hub. The communications and
control hub comprises means for disabling the vehicle
function in response to said indication.
BRIEF DESCRIPTION OF THE DRAWINGS
Further features and advantages of the present
invention will become apparent from the following
detailed description, taken in combination with the
appended drawings, in which:
FIG. 1 is a schematic diagram of a prior art system
for managing a fleet of vehicles;
FIG. 2 is a schematic diagram of a communications
and control hub in accordance with an embodiment of the
invention interconnected with a diagnostic port of a
vehicle processor network and a plurality of external
devices;
FIG. 3 is a schematic diagram of port connections of
a communications and control hub in accordance with one
embodiment of the invention; and
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FIG. 4 is a schematic diagram of port connections
of a communications and control hub in accordance with
another embodiment of the invention.
It should be noted that throughout the appended
drawings, like features are identified by like reference
numerals.
DETAILED DESCRIPTION OF TFIE PREFERRED EMBODIMENT
. The invention relates to a method and system for
monitoring and controlling a motorized vehicle. The system
is quickly and inexpensively installed in or removed from
the motorized vehicle, facilitates updates or upgrades to
enable access to any function nr device on a vehicle
processor network of the motorized vehicle.
FIG. 1 is a schematic diagram of elements of an
embodiment of a prior art system for managing a fleet of
motorized vehicles. A motorized vehicle 10 equipped with a
communications and control hub that
. supports wireless communications is, for example; a part of
a fleet of motorized vehicles. The communications and
control hub, which will be described below with reference
to FIG. 2, is in wireless communications with
a data network 12 through either or both of a satellite
communications system and a cellular communications
network 14. The cellular communications network 14 includes
a plurality of base stations 16 (one illustrated) that
exchange radio frequency signals with cellular
communications users, including the communications and
control hub of the motorized vehicle 10. The radio
frequency signals exchanged through the base station 16 are
converted to/from electrical signals conveyed to/from a
mobile switching center (MSC) 18. The MSC 18 effects
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switching of voice and data traffic to a public switched
telephone network (PSTN) that supports interfaces with a
number of other networks and peripherals. A gateway 20 to ,
the data network 12 (which may be an Internet protocol
network) serves to interconnect the cellular communications
network 14 with the data network 12.
A second means for wireless communications is the
satellite communications system. A satellite 22 exchanges
radio frequency signals with the communications and control
hub in the motorized vehicle 10. A ground station with a
satellite dish converts the exchanged signals to/from an
electrical format. An interface 26 converts electrical
signals into a predetermined messaging protocol.
The data network 12 supports communications
between the gateway 20 and/or interface 26 and a dispatch
control system 27 and/or a .fleet management system 28. The
dispatch control system is operated by dispatch controllers
in a manner well known in the art . In accordance with the
invention, dispatch controllers use vehicle status and
location data to improve the dispatch process. In addition,
the dispatch control system preferably also improves the
dispatch process by utilizing operator information stored
in an operator information database 29. The operator
information may include, for example, information about
operator driving records, expertise, experience, and/or
other work metrics.
The fleet management system is operated by fleet
managers, also in a manner well known in the art. In
accordance with the invention, fleet management operators
use vehicle status and location information to improve the
fleet management process. In addition, the fleet managers
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may use vehicle operator information to further improve the
fleet management,process. The operator information database
preferably stores vehicle operator summaries for vehicle
operators which may be analyzed to determine problem areas
and screen out poor operator, or the like.
FIG. 2 is a schematic diagram of an onboard
communications and vehicle function control system in
accordance with the invention for the motorized vehicle 10.
As is known in the art, in the past few years, motorized
vehicles have been equipped with vehicle data
communications busses installed by respective
manufacturers. The vehicle data communications busses
interface with a plurality of devices and systems that
communicate for many purposes related to the states and
activities of the various devices and systems. As
illustrated, a vehicle data communications bus 30 enables
communication between a powertrain processor 32, a console
processor 34, a system for sensing and controlling
emissions 36, an antilock braking system (AHS)
controller 38, and a body controller 40. The messaging
supported by the vehicle data communications bus 30 is used
to: dynamically optimize engine performance; enable the
console to serve as an interface between the user and
various displayed states of devices and systems; monitor
emissions of the motorized vehicle 10; etc. The power to
the electrical system is governed by a power supply 42 that
is connected to a battery of the motorized vehicle 10, and
supplies power to a plurality of devices requiring
electrical power. An interface with the vehicle data
communications bus 30 is provided by an onboard diagnostic
port 44, which is intended for use by technicians to obtain
trouble codes associated with various aspects of the
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operation of the motorized vehicle 10. In accordance with
the present invention, however, the onboard diagnostic
port 44 is directly connected to a communications and
control hub 46 to provide an interface with the vehicle
processor network, which includes the vehicle data
communications bus 3,0 and the plurality of devices and
systems 32-40. It will be understood by those skilled in
the art that numerous other devices and systems (usually
referred to as nodes) can be interconnected by the vehicle
data communications bus 30, including a transmission
controller, an airbag controller, an anti-theft system, a
temperature controller, a trip computer, an instrument
cluster controller, and an active suspension controller.
The connection to the onboard diagnostic port provides
access for a processor in the communications and control
hub 46 to all data signals exchanged on the vehicle
communications data bus 30. The onboard diagnostic port 44
also enables the processor to send command signals over the
vehicle data communications bus to any one of the
processors or controllers 32-40, in order to control
operations of the motorized vehicle 10, as required.
The communications and control hub 46 is powered
by the power supply 42, and also interfaces with a digital
data communications bus 48 for communicating with a
plurality of external devices. The external devices
include, for example, means for wireless communication,
such as an antenna 50, with the system 28 for managing a
fleet. The system for managing 28 accesses the vehicle
processor network by sending query messages or commands
through the data network 12. The system for managing a
fleet 28 in accordance with the invention may perform, for
example: instant two-way messaging and message logging,
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route management, automated scheduled maintenance, work
metrics associated with a driver of the motorized
vehicle 10, vehicle alert notification, vehicle data
logging, vehicle services, and vehicle security. Work
metrics involve recording the use of the motorized .
' vehicle 10, and may include analysis of how long the
motorized vehicle 10 has remained continuously in an idle
state, a frequency of revolution of the engine, rates of
acceleration and deceleration, how often the driver signals
before turning; all of which may indicate the driving
practices of the user of the motorized vehicle 10. Vehicle
services may include remote locking/unlocking, ignition
control, and climate control.
The external devices interconnected by the digital
data communications bus 48 also preferably includes an
input/output (I/O) with a user interface 52. This I/O 52
with the user interface provides a connection for a visual
display (monitor), a keyboard and/or mouse. An operator of
'the motorized vehicle 10, and/or a passenger may use
devices connected to the I/O 52 for purposes of:
communications, dispatch, or any other purpose specific to
the use of the motorized vehicle. Specifically, the I/O 52
is used to receive dispatch messages, to request and
receive routing instructions, to report, or obtain a
forecast of weather, traffic, or road conditions, and to
manually report status of the motorized vehicle, cargo,
passenger, or transported item, or any other work-related
data.
An external sensor port 54 is connected to the
digital data communications bus 48 to permit external
sensors to be used in the vehicle, if required. The
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external sensor port 54 can be used to monitor ~ any one or
more of: a condition of an operator of the motorized
vehicle; a condition of a person or object carried in, or
connected to, the motorized vehicle; and a condition of an
environment, system, device or entity within or surrounding
the motorized vehicle that is not accessible from the
vehicle processor network. Examples of external sensors
include smoke or alcohol detectors; a passenger seat
occupancy detector; a motion detector or a temperature
sensor in a cargo hold; a proximity sensor; a cargo door
state sensor; or the like.
A login module 56 provides a means for tracking
users of the motorized vehicle 10, particularly so that a
work metrics application can track the same user on a
plurality of motorized vehicles in the fleet. The login
module 56 is further used to enable secure authorization to
fleet drivers. Failed authentication at the login module 56
may deactivate the ignition, even with a key to the
motorized vehicle 10 by sending appropriate command signals
from the communications and control hub 46 to the
powertrain processor 32. The login module 56 may, in other
embodiments, be incorporated into an I/O interface, such as
I/O 52, however it is assumed that the login module 56 is
an external unit that incorporates a biometric scanner. The
login module 56 uses a biometric feature, such as a
fingerprint, to authenticate operators of the motorized
vehicle 10, prior to enabling ignition. The login module,
may, for example, require operator authentication each time
an operator leaves his seat, shuts off the vehicle, or
otherwise sends an indication that the operator may have
changed. If operator authentication is required, the
communications and control hub 46 preferably sends command
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signals over the vehicle data communications bus 30 to the
powertrain processor 32 to disable operation of the
vehicle, such as deactivating the ignition system and
locking the brakes, or the like.
A global positioning system (GPS) sensor 58 is
also provided. The GPS sensor 58 permits the system to
create and maintain records of a location of the motorized
vehicle 10, as is known in the art. Output of the GPS
sensor 58 may be used for security, route management and
dispatch applications.
In accordance with another aspect of the
invention, the processor in the communications and control
hub 46 is adapted to perform message format and protocol
conversion, as required, between messages sent over the
vehicle data communications bus 30 and messages sent over
the digital data communications bus 48. The processor is
adapted to run a program used to monitor vehicle function
and control devices connected to the vehicle 'data
communications bus 30. The program also monitors and
controls one or more external sensors, (i.e. the GPS
sensor 58 and sensors) connected to the external sensor
interface 54). The processor also provides a user interface
to the operator of the motorized vehicle 10. The processor
therefore enables the display of information, the receipt
of information and commands from the operator, and
communications between the operator in the motorized
vehicle 10 and other systems available on the data
network 12. The processor is therefore responsible for
issuing messages to, and receiving messages from, the data
network 12. Important to the flexibility of the application
in accordance with the invention is the ability to download
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new program updates or upgrades, as well as operating
systems and messaging protocol information, from the data
network 12, through wireless communications links. This
enables the processor of the communications and control
hub 46 to effect new operation routines as they become
available. Moreover this enables an update of a fleet of
motorized vehicles with minimal time, effort and expense.
FIG. 3 is a schematic diagram of port connections
on a communications and control hub 46, in accordance with
one- embodiment of the invention. The communications and
control hub 46 includes a plurality of connectors,
including: a power supply connector 60; three
communications ports 62; two PS/2 ports, one for a
keyboard 64, the other for a mouse 66; a connection for a
monitor 68; a communications port reserved for a GPS
sensor 70, a network communications port 72, and an onboard
diagnostic port connector 74.
The two PS/2 ports 64,66 and the monitor
connector 68 serve the I/O user interface 52. Other
embodiments may incorporate a voice interface, which may be
effected using a voice synthesizer and voice recognition
software. The voice interface is enabled using a speaker
and/or microphone system of the motorized vehicle 10,
accessed through the onboard diagnostic port 44. A further
aspect of the I/O 52 may be supported by a system for
projecting images onto a windshield of the motorized
vehicle 10.
The three illustrated communications ports 62 and
the GPS sensor port 70 support digital communications to
control and monitor respective systems, actuators or
sensors. In the embodiment schematically illustrated in
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FIG. 2, the external sensor 54 is connected to one of the
communications ports 62, and the GPS sensor 58 is connected
to the GPS sensor port 70. The communications and control
hub 46 therefore supports another two sensors, actuators or
sensor-actuator systems.
The network communications port 72 is connected to
the antenna 50. It may be, for instance, a lObaseT Ethernet
port for signaling over a satellite communications network,
as illustrated. In other embodiments, the network
communications port 72 may be to a modem for data exchange
over the cellular communications network 14.
The onboard diagnostic port connector 74 is
connected to the onboard diagnostic port 44 by a cable 76.
The cable 76 includes an auxiliary onboard diagnostic port
connector 78, which makes the onboard diagnostic port 44
available to service technicians. This permits the
communications and control hub 46 to be connected to the
vehicle communications bus 30 (FIG. 2) in a matter of
seconds. No auxiliary wiring is required to monitor and
control vehicle function, because all vehicle monitoring
and control functions are effected through the vehicle
diagnostic port 44 using an appropriate protocol, well
known in the art. Every monitoring signal available on the
vehicle data communications bus can be monitored, recorded
and/or reported by the communications and control hub 46.
Likewise, any vehicle function for which control codes are
available can be controlled by the communications and
control hub 46, under the direction of an operator of the
fleet management system 28, an operator of the dispatch
control system 27, or under direct control by the
communications and control hub 46. Likewise, when a vehicle
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is retired from the fleet, the communications and control
hub 46 is readily disconnected and removed from the vehicle
without leaving behind any auxiliary wiring or other
artifacts that could affect resale value of the vehicle.
FIG. 4 is a schematic diagram of port connections
featured on a communications and control hub 46, in
accordance with another embodiment of the invention. The
communications and control hub 46 comprises the same
plurality of connectors as illustrated in FIG. 2, and
further includes an auxiliary onboard diagnostic port
connector 80. There are numerous viable implementations
allowing the communications and control hub 46 to be
connected to the onboard diagnostic port 44, while
permitting access to the onboard diagnostic port 44, or an
auxiliary onboard diagnostic port connector 78,80 for other
purposes.
The embodiments of the invention described above
are therefore intended to be exemplary only. The scope of
the invention is.intended to be limited solely by the scope
of the appended claims.
