Patent Application
20140094995
The subject matter of the present invention is directed generally to employment of a mobile data terminal (MDT) to monitor use of a vehicle and, more particularly, is concerned with a system, method and odometer monitor for detecting connectivity status of the MDT to the vehicle for uncovering un-reported periods of vehicle motion and also determining driver status during such periods.
An electronic on-board recorder (EOBR) is an electronic device, being one type of mobile data terminal (MDT), attached to a commercial motor vehicle, which is used to record the amount of time a vehicle is being driven. The driving hours of commercial drivers (truck and bus drivers) are regulated by a set of rules known as the hours of service (HOS). HOS rules are intended to prevent driver fatigue, by limiting the amount of time drivers spend operating commercial vehicles. An automatic on-board recorder (AOBR) is another type of MDT that may be used, which is comparable to an EOBR in terms of capabilities. Hereinafter, for the purpose of brevity, the designation MDT will be employed to mean either an EOBR or AOBR.
In order for the MDT to be considered compliant and useable as required by jurisdictional regulations, the device must be integrally synchronized with the operation of the vehicle so that the device is able to detect when the vehicle is in motion (in other words, be able to track all vehicle motion), and collect odometer data. The MDT must also be able to detect when integral synchronization is compromised (i.e. disconnected), report and record when integral synchronization is compromised, and report and record when integral synchronization is restored. The two reasons for reporting disconnections and reconnections are to inform the driver if/when something fails in the MDT so that appropriate backup actions can be taken, and to inform an inspector when a driver intentionally attempted to hide driving activity (in other words, when the MDT was unable to monitor motion and indicate possible tampering and ghost trip attempts).
GPS satellites broadcast signals that can be received and processed by the system 10 to derive latitude, longitude and current time with respect to the location of the vehicle. The GPS receiver 18 includes a processor (not shown) that can receive and interpret the signals broadcasted from the GPS satellites and provide the location (latitude and longitude) of the vehicle and current time. Data processor hardware and firmware of the VTD 14 monitors and interprets signals and protocols from the VIB 16 and the GPS receiver 18 in order to obtain data with respect to the given vehicle such as current Speed, Odometer, Location and Time for use by the MDT 12. Power is drawn from a vehicle battery 20 for operation of the system 10.
Constant power connections via PWR inputs and ignition-switched power connections via IGN SENSE inputs on both the MDT 12 and VTD 14 are made with the vehicle battery 20. These constant power connections from the vehicle battery 20 to the MDT 12 and VTD 14 are made through respective protective fuses 22, 24. These ignition-switched power connections from the vehicle battery 20 to the MDT 12 and VTD 14 are made through respective protective fuses 26, 28. An ignition switch 30 is operated by the driver of the given vehicle to start and stop the vehicle engine or motor.
In order to understand where potential problems can arise in detecting the connectivity status of the MDT 12, first the operation of the system 10 during its Start Up, Monitoring and Shut Down phase need to be described. It is during these phases when disconnection of connectivity, whether intentional or not, is likely to occur.
The Start Up phase of the system 10 has a VTD startup mode and a MDT startup mode. In the VTD startup mode, the driver activates the ignition switch 30 to start the engine. As a consequence, the VTD 14 detects power on its IGN SENSE input, wakes up from its low power consumption mode, powers up the GPS receiver 18, and initializes itself. If the VTD 14 does not have an internal battery (which is optional) or at this time its internal battery is exhausted, then the VTD 14 will not have a current time and must initialize its clock from the GPS receiver 18. Even with the GPS receiver 18 at power, it can still require as much as ten seconds for the GPS receiver 18 to first acquire satellite signals and resolve a location and current time. In the MDT startup mode, the MDT 12 detects the same ignition on event via its IGN SENSE input, wakes up from its low power consumption mode, and displays a user interface to the driver.
The Monitoring phase of the system 10 has a VTD monitoring mode and a MDT monitoring mode. Once the VTD 14 is powered up and initialized, it starts monitoring vehicle activities. In the VTD monitoring mode, regularly polling of the GPS receiver 18 and VIB 16 occur to obtain current values for Speed, Odometer, Time and Location (Latitude and Longitude). Changes in the Speed are further interpreted by the VTD 14 resulting in a Vehicle State with values of Going or Stopped. In the MDT monitoring mode, after wake-up the MDT 12 polls the VTD 14 for current Time, Location, Vehicle State and Odometer data. When the Vehicle State changes from Stopped to Going, a RODS is recorded in the data store 12A of the MDT 12 indicating the driver has started Driving. When the Vehicle State changes from Going to Stopped, a RODS is recorded in the data store 12A indicating the driver is On Duty Not Driving. Every RODS is recorded in the data store 12A with Time, Location and Odometer values most recently obtained from the VTD 14. Additional duty status values, not relevant to this discussion, may be inputted by the driver and recorded in the data store 12A.
The Shut Down phase of the system 10 has a VTD shutdown mode and a MDT shutdown mode. In the VTD shutdown mode, the driver deactivates the ignition switch 30 to shutoff the engine. As a consequence, the VTD 14 detects power loss on its IGN SENSE input and proceeds to shutdown with a return to its low power consumption mode. A delay exists between detection of the ignition off event and the shutdown but in the end the VTD 14 stops polling the VIB 16 and GPS receiver 18, powers down the GPS receiver 18, stops responding to MDT data requests and goes to sleep. In the MDT shutdown mode, the MDT 12 detects the same ignition off event via its IGN SENSE input and initiates a similar shutdown sequence to return to its low power consumption mode. A delay exists between detection of the ignition off event and the shutdown but in the end the MDT 12 stops polling the VTD 14 and goes to sleep.
When the MDT constant battery power to the VTD 14 via the wire 34 of the cabling 32A is cut by removal of the fuse 22, the VTD 14 detects the loss of power on the digital input and caches a disconnection event. When MDT constant battery power to the VTD 14 via the wire 34 of the cabling 32 is restored by replacement of the fuse 22, the VTD 14 detects the power on the digital input and caches a reconnection event. These events are communicated to the MDT 12 and recorded in the data store 12A of the MDT 12 as Device Disconnection and Reconnection records the next time the MDT 12 establishes communications with the VTD 14. When the cabling 32A is disconnected at either end, the VTD 14 detects loss of power on the digital input and caches a disconnection event. When the cabling 32A is reconnected, the VTD 14 detects power on the digital input and caches a reconnection event. These events are communicated to the MDT 12 and recorded in the data store 12A as Device Disconnection and Reconnection records the next time the MDT 12 establishes communications with the VTD 14.
However, the modified system 10A is not able to detect when the MDT 12 ignition sense is affected by removal of the fuse 26. In this case the MDT 12 will remain in power save mode and not track or record changes in vehicle state. Also, the modified system 10A is not able to detect when the VTD power fuse 24 or ignition fuse 28 are affected. In these cases the VTD 14 is powered off or asleep and the MDT 12 will not be able to track vehicle state changes. Additional features are necessary within the MDT 12 to record when communications fail to the VTD 14. Further, the modified system 10A is not able to detect disconnections of the connection 36 between the VIB 16 and the VTD 14. In these cases the vehicle will appear to not be moving when it is. GPS data could be used in conjunction to detect vehicle motion but GPS jamming will compromise that solution as well.
When the MDT power at the PWR input or the ignition sense at the IGN SENSE input of the MDT 12 is affected by removal of either the fuse 22 or fuse 26, the MDT 12 and its polling monitor 38 are not operational. No detection can occur at that time, not until the affected power or ignition sense is restored and the polling sensor of the monitor 38 detects a lengthy period of time elapsed since the Time of Last Contact and produces a Device Reconnection record. This requires use of non-volatile RAM to store the Time of Last Contact. When the cabling 32 (see
However, the modified system 10B is not able to detect disconnections of the connection 36 of the VIB 16 with the VTD 14 and in these cases the vehicle will appear to not be moving even when it is. Additional logic is necessary in the VTD 14 to use GPS data in conjunction with VIB motions to detect vehicle motion but methods of GPS jamming will compromise that solution as well. Furthermore, the modified system 10B will detect natural power cycles as disconnection and reconnection events which when examined after the fact will make it extremely difficult to distinguish a tampering disconnection and reconnection sequence from a natural power cycle disconnection and reconnection sequence.
There is therefore a need for an innovation that solves the aforementioned problems of detecting connectivity of the MDT to the vehicle without producing false events that would add noise and make it difficult for an inspector to identify the real tampering and ghost trips.
The subject matter of the present invention provides such innovation that, by employment of the vehicle odometer values, can detect if the MDT was disconnected from the vehicle and the vehicle moved during that time by more than a normal (or expected) distance. No problem arises from disconnecting and reconnecting a MDT when the vehicle does not move or moves less than the normal (expected) distance. This typically occurs during maintenance or repairs of vehicle or MDT and it may also occur by accident if a power or data cable comes loose from the back of the MDT. Only when the vehicle is moved is a MDT disconnection a concern for an inspector because while the MDT is disconnected the vehicle motion and driver status goes unrecorded. By interposing an odometer based disconnection monitor approach, any MDT disconnections during time of no vehicle movement or vehicle movement over a distance below the normal (expected) distance will not result in a disconnection event.
One aspect of the present invention is a system for monitoring the connectivity status of a mobile data terminal to a vehicle. The system includes: a vehicle tracking device connectable to a vehicle information bus of a vehicle and operable to receive odometer update values from the vehicle via said bus; a vehicle identity module in the vehicle tracking device for storing an identification of the vehicle; a mobile data terminal connected to the vehicle tracking device and operable to receive odometer update values from the vehicle tracking device; and a preset maximum distance defined in the mobile data terminal. The mobile data terminal is operable to: detect a series of timed poll events originating in the mobile data terminal; receive an odometer update value from the vehicle tracking device corresponding to each poll event; verify that a last and a penultimate of said odometer update values are from the vehicle; calculate a distance between the last and penultimate odometer update values; and make a determination of connectivity status of said mobile data terminal relative to the vehicle based on whether the distance is greater than or less than the preset maximum distance.
Another aspect of the present invention is a method for monitoring the connectivity status of a mobile data terminal to a vehicle. The method includes the steps of: defining a preset maximum distance in a mobile data terminal connectable to a vehicle; detecting a series of timed poll events originating in the mobile data terminal; receiving an odometer update value from a vehicle tracking device corresponding to each poll event; verifying that a last and a penultimate of said odometer update values are from the vehicle; calculating a distance between the last and penultimate odometer update values; and making a determination of connectivity status of the mobile data terminal relative to the vehicle based on whether the distance is greater than or less than the preset maximum distance.
Still another aspect of the present invention is an odometer monitor for monitoring the connectivity status of a mobile data terminal to a vehicle. The monitor is a software module defined one or more non-transitory computer readable media comprising computer readable instructions, which, when executed by a processor cause a mobile data terminal in a vehicle to perform various operations. The mobile data terminal is configured to: define a preset maximum distance; detect a series of timed poll events; receive an odometer update value from a vehicle tracking device corresponding to each poll event; verify that a last and a penultimate of said odometer update values are from the vehicle; calculate a distance between the last and penultimate odometer update values; and make a determination of connectivity status of the mobile data terminal relative to the vehicle based on whether the distance is greater than or less than the preset maximum distance.
For clarity, the drawings herein are not necessarily to scale, and have been provided as such in order to illustrate the principles of the subject matter, not to limit the invention.
Referring now to
Referring to
As stated earlier above, the odometer monitor 40 is able to calculate distances traveled between poll events (distance per polling period) and also to recognize when the magnitude of the distance traveled is normal (expected) and when it is abnormal (unexpected). The maximum normal distance is the same as the Max Poll Distance. The following is an explanation of how a Max Poll Distance is determined. Since MDT polling occurs at a fixed frequency there is an expected period between polls. Also, every vehicle has a physical maximum velocity. Given these two facts, one is able to determine maximum distance the vehicle could possibly travel during one poll period. With polling frequency given to equal six polls per minute and vehicle maximum speed equal to 120 miles per hour, one can derive a polling period equal to ten seconds per poll and a vehicle maximum speed equal to 176 feet per second. One can then determine the maximum distance per polling period, or the normal (expected) distance, to be equal to 1760 per poll, and distances above this to be abnormal (unexpected) distances.
Basically, the odometer monitor 40 listens for successive odometer value updates from the VIB 16 via connection 36 and successive timed poll events from the MDT 12 via data connection 32. Whenever a MDT poll event arrives at the odometer monitor 40 in the VTD 14, the next odometer value update (Current Odometer value) received at the odometer monitor 40 from the VIB 16 is stored in a memory in the VTD 14 (the odometer monitor 40 will not store an odometer value update from the VIB 16 unless it first receives a poll event from the MDT 12, a situation as expressed by the graphs in
The following explanation of the operation of the system and method of
In a second scenario, the situation is that the data cable connection 32 between the MDT 12 and the VTD 14 is disconnected at either end. In this case, the MDT 12 is powered and operational and attempting to send regular polling requests but these are failing due to the disconnection. The MDT 12 can warn the driver of this situation immediately so the driver can take corrective backup action. The VTD 14 stops receiving poll requests and the effects and outcomes are the same as in the first scenario, namely, a disconnection event. When the connection 32 is re-established (data cable is replaced or reconnected), the polling is re-established to the VTD 14 and the outcome is the same as in the first scenario, namely, a reconnection event.
In a third scenario, the situation is that the power or ignition sense is compromised at the VTD 14. In other words, the VTD power is affected by removal of the fuse 24 or the VTD ignition sense is affected by removal of the fuse 28. In these cases, the VTD 14 is not operational and does not respond to MDT poll requests. The MDT 12 can warn the driver of this situation immediately so the driver can take corrective backup action. The odometer monitor 40 is also not operating and unable to produce a disconnection Event, so the disconnection event will be produced at reconnection. When the removed fuse 24 or 28 is replaced, the VTD 14 and odometer monitor 40 become operational. The first odometer update arriving from the VIB 16 will result in a large Distance Since Last Poll value calculation that exceeds the Max Poll Distance (if the vehicle was moved significantly during the disconnection) resulting in a disconnection and reconnection event.
In a fourth scenario, the situation is that communication of the VTD 14 with the VIB 16 is compromised. In other words, the cable connection 36 between the VIB 16 and VTD 14 is disconnected. In this case, the VTD 14 is operational and responding to MDT poll requests but is unable to update Current Odometer values. The VTD 14 can detect this situation and report it to the MDT 12 so that the driver can take corrective backup action. The odometer monitor 40 is operating but will be unable to produce a disconnection event at this time because the Current Odometer value is not updating and will not result in increasing the Distance Since Last Poll value. This disconnection event will be reported at reconnection. When the connection 36 is re-established, the first odometer update arriving from the VIB 16 will result in a large Distance Since Last Poll value calculation that exceeds the Max Poll Distance value (if the vehicle was moved significantly during the disconnection), resulting in a disconnection and reconnection event. The fourth scenario is depicted in the graphs of
Referring now to
It should be understood that in light of the foregoing description and in the claims that follow the recitation of the VTD 14 as a “device” and as being “connected” to the MDT 12 and to the VIB 16 is meant to be interpreted to cover the instance where the VTD 14 is provided as a separate entity as per
Referring now to
Many of the components are the same as in the embodiment of
The odometer monitor 40 listens for poll events generated within the MDT 12. These poll events may be generated by a clock running in the MDT, which generates the events at a regular frequency. The clock may be alternately incorporated in the odometer monitor itself.
A further benefit of embodiment 10E is that a simpler VTD 14 is required. Instead of requiring the VTD 14 to perform calculations as in previously described embodiments having the odometer monitor in the VTD, all that is needed is a relatively simple modification to an off-the-shelf VTD in order to include a vehicle identity. This may reduce installation costs. It is also envisaged that such a VTD and/or vehicle identity 50 may be integral with the vehicle, installed at the time of manufacture of the vehicle. In this case, the vehicle identification number may either be retrieved and stored in the vehicle identity 50 or obtained, temporarily stored and transmitted to the MDT 12 on demand. If the vehicle identity 50 is outside the VTD 14, then an entirely off-the-shelf VTD may be used. The GPS 18 may also be integral with the vehicle as manufactured, or it may be part of the VTD 14.
Now referring to
The benefit of the embodiment 10F of
One benefit of a wireless MDT 12 is that a driver could use a personal smart phone, tablet or other mobile computing device as the MDT. An application downloaded onto the personal mobile device would then provide the functions of the MDT 12 and incorporated modules such as the odometer monitor 40 and the vehicle change detection module 52. In this case, a GPS device present in the personal mobile device may be used instead of the GPS device 18 attached to the vehicle.
Referring to
Referring now to
Now, if it is found in step 90 that the vehicle is the same vehicle as before, then the process advances to step 92, in which the distance between the current odometer reading and the last odometer reading is calculated. In test 94, if the calculated distance is below the predetermined limit defined by the Max Poll Distance, then the process moves to decision point 96, in which the saved state is obtained. If the saved state is “Connected” then the process reverts to step 80 in which the subsequent poll signal is awaited and received. In this situation, connections are good and the vehicle is being operated normally. Going back to test 94, if the calculated distance is above the predetermined limit, then the saved state is determined at decision point 98. If the saved state is “Disconnected” there is no need to change the state and the process reverts again to step 80. However, if at step 98 the saved state is “Connected” then in step 100, the odometer monitor sets the state to be “Disconnected” to represent the fact that the vehicle has moved more than the Max Poll Distance between two successive poll events. Even though the MDT 12 and VTD 14 may at this moment be physically connected, the saved state, being “Disconnected” signifies that a disconnection event has occurred. As in prior embodiments disclosed, actual physical disconnections while the vehicle moves less than the predetermined distance will not be recorded. In step 102, the odometer monitor generates a disconnection event, which is stored in step 104 for later transmission to a fleet manager, for example. After this, the process reverts to step 80 to receive the following poll event.
If, at decision point 96, the saved state is determined to be “Disconnected”, then the saved state is reset to “Connected” in step 106. Point 96 would only ever be reached if the distance between the stored current and last odometer readings is below (or perhaps equal to) the predetermined limit. After step 106, a corresponding reconnection event is generated in step 108, signifying that the MDT 12 is properly connected to the VTD 14, and the reconnection event is stored in step 104 for later access.
A first scenario is where the MDT 12 is without power, due to a disconnection from the vehicle battery 20 or, if it is wireless, due to a discharged device battery 56. The odometer monitor 40 will not be polling as it will not be powered, so will not be receiving odometer updates. If the MDT 12 is then reconnected to a power source or its battery recharged, without the vehicle having been moved or having been moved less than the Max Poll Distance, then the next odometer update will not trigger a disconnection event. However, if the vehicle has moved more than the Max poll distance, then a disconnection event will be generated.
A second scenario is where the MDT 12 is disconnected from the VTD 14. The odometer monitor 40 will be polling as it will be powered, but will not be receiving odometer updates. If the MDT 12 is then reconnected to the VTD 14, without the vehicle having been moved or having been moved less than the Max Poll Distance, then the next odometer update will not trigger a disconnection event. However, if the vehicle has moved more than the Max poll distance, then a disconnection event will be generated.
A third scenario, in which the VTD 14 is not powered, is similar to the second scenario.
A fourth scenario is where the VTD 14 is disconnected from the VIB 16. The odometer monitor 40 will be polling as it will be powered, but will not be receiving odometer updates. If the VTD 14 is then reconnected to the VIB 16, without the vehicle having been moved or having been moved less than the Max Poll Distance, then the next odometer update will not trigger a disconnection event. However, if the vehicle has moved more than the Max Poll Distance, then a disconnection event will be generated.
Upon determination of the connectivity status, it may be transmitted, or stored then later transmitted to a remote server, from which it may be retrieved by a fleet manager. Connectivity status of the MDT 12 relative to the vehicle may relate specifically to a direct connection 22, 26 from the vehicle's battery 20 to the MDT, an indirect connection to the vehicle via a data connection to the VTD 14, or an indirect connection via both the data connection to the VTD and the VTD's data or power connection to the vehicle. If any of such connections are broken, the effect can be considered a disconnection of the MDT 12 relative to the vehicle.
In the description herein, embodiments disclosing specific details have been set forth in order to provide a thorough understanding of the invention, and not to provide limitation. However, it will be clear to one having skill in the art that other embodiments according to the present teachings are possible that are within the scope of the appended claims. All parameters, dimensions, materials, and configurations described herein are examples only and actual values of such depend on the specific embodiment. Steps in the flowcharts may be performed in a different order, some steps may be omitted and others added. Notably, certain steps have not been shown in the flowcharts for reasons of clarity. Functional modules in the system may be located differently to those shown in the embodiments described.
The descriptions above are presented largely in terms of methods or processes, symbolic representations of operations, functionalities and features of the invention. These method descriptions and representations are the means used by those skilled in the art to most effectively convey the substance of their work to others skilled in the art. A software implemented method or process is here, and generally, conceived to be a self-consistent sequence of steps leading to a desired result. These steps require physical manipulations of physical quantities. Often, but not necessarily, these quantities take the form of electrical or magnetic signals capable of being stored, transferred, combined, compared, and otherwise manipulated. It will be further appreciated that the line between hardware and software is not always sharp, it being understood by those skilled in the art that software implemented processes may be embodied in hardware, firmware, or software, in the form of coded instructions such as in microcode and/or in stored programming instructions, or in any combination thereof. Furthermore, the media in which the instructions are stored are non-transitory media.
This application is a continuation in part of, and claims priority from, U.S. patent application Ser. No. 13/228,314 filed on Sep. 8, 2011, which is incorporated herein by reference in its entirety.
| Number | Date | Country | |
|---|---|---|---|
| Parent | 13228314 | Sep 2011 | US |
| Child | 14047248 | US |
