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Description  |
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FIELD OF THE INVENTION
The present invention relates generally to monitoring systems, and, more
particularly, to vehicular monitoring and subsequent communication of data
collected during such monitoring.
DESCRIPTION OF THE PRIOR ART
Vehicle recording devices are useful for a variety of applications
pertaining to both operator and vehicle communication and control. In
regard to the vehicle operator, the vehicle recording device may be used
to log such items as the operator's driving time, trip time and stopping
time for meals. In regard to the vehicle itself, the recording device may
be used to record fuel efficiency on a trip by trip basis, engine
temperature parameters and other related information. This information may
be subsequently analysed by a vehicle technician for maintenance purposes.
Additionally, the information may be used in a business delivery
environment by the operator's manager to optimize driver efficiency and
performance and to track deliveries made by the vehicle over a given
period of time.
Although it is known that such information is useful for those reasons
discussed above, previous implementations of such systems have failed to
effectuate convenient control and access to the system. More specifically,
known systems have failed to provide effective system maintenance,
effective access of information recorded in the system, effective
calibration of vehicle components used by the monitoring system, and they
have failed to provide an effective means of updating personal instruction
information for the vehicle operator.
Accordingly, there is a need for a vehicle monitoring system which
overcomes the aforementioned deficiencies.
OBJECTS AND BRIEF SUMMARY OF THE INVENTION
It is a general object of the present invention to provide a vehicle
monitoring system which overcomes the above mentioned shortcomings.
It is a more specific object of the present invention to provide a vehicle
monitoring system wich can remotely access the data recorded by the system
and which can be remotely programmed and controlled in such a manner so as
to optimize the maintenance of the system.
It is an additional object of the present invention to provide a vehicle
monitoring system which can be readily implemented in a vehicle having
previously installed sensors, independent of the type of sensor output.
The present invention may briefly be described in terms of a preferred
embodiment involving a vehicle monitoring system wherein individual
vehicle monitoring arrangements are installed within respective vehicles
for logging the operation of the vehicle and information input by the
driver. The vehicle monitoring arrangements each include a plurality of
communication modules interconnected through a data bus member for
transmitting information associated to the operation of the vehicle to a
centrally situated control module. The control module records this
transmitted information, and subsequently, when located within RF range of
a base station, the control module transmits this information to the base
station, preferably by means of an RF transmitter.
A driver interface module is included for transmitting messages to and for
receiving messages from the driver of the vehicle. The driver interface
module is connected to the control module through both a high speed link
and via the data bus member. The high speed link provides means for
communicating lengthy streams between the driver interface module and the
base station without tying up the data bus member. The connection to the
control module through the data bus member is used by the driver interface
module to monitor messages transmitted to the plurality of communication
modules. When particular messages are transmitted, of which the driver of
the vehicle should be informed, the driver interface module displays the
message for the driver's observation.
A sensor interface module and an instrument cluster are provided in the
arrangement with access to the data bus member as well as to the control
module, the latter through a hard wired analog interface. By providing
both interfaces to the control module, a number of advantages are
realized, including the capability of remotely choosing which of the two
is most appropriate for the given circumstances.
Other advantages, as will be discussed, include the capability of remotely
accessing and programming the monitoring arrangements from the base
station.
BRIEF DESCRIPTION OF THE DRAWINGS
The features of the present invention which are believed to be novel are
set forth with particularity in the appended claims. The invention,
together with further objects and advantages thereof, may best be
understood by making reference to the following description taken in
conjunction with the accompanying drawings, in which like reference
numerals identify like elements, and wherein:
FIG. 1 is a diagram of a vehicle monitoring system, according to the
present invention;
FIG. 2 is a diagram of a vehicle monitoring arrangement for use within a
vehicle which may be utilized in the system (of FIG. 1), according to the
present invention; and
FIG. 3 is an expanded diagram of blocks 26 and 28 from FIG. 2.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT
The system disclosed in this specification has particular use for data
logging as may be utilized for vehicular operations. More particularly,
this system has applicability for monitoring the operations of trucks and
commercially operated vehicles where record keeping of driver related
information and the mechanical operation of the vehicle are of concern.
Such an application is shown in FIG. 1 where two types of trucks are
depicted in communication with a base station 12. The base station
includes a base RF unit (BRFU) 13 for RF communication between the trucks
and a base site (station) controller (BSC) 15. The BSC allows data to be
input to the trucks and data to be remotely accessed in response to
commands from the BSC.
The first type of truck 14 includes those with antennas 11 mounted thereon,
while the second type include those trucks 16 without antennas. Both types
of trucks 14 and 16 include vehicle monitoring arrangements (VMA) which
are used to monitor, record and communicate operational data relating to
the vehicle between the respective vehicle and the base station 12. The
trucks 14 which include antennas 11, have installed therein a VMA which
includes equipment for communicating (transmitting and/or receiving) data
over the air (via an RF interface) directly to the base station 12. Those
trucks 16 which do not include an antenna 11 have installed therein a VMA
which does not include an RF interface, and which must be indirectly
coupled to the base station 12 through a ground RF unit (GRFU) 18.
The GRFU 18 is a fixed RF station which allows trucks which do not include
an RF interface to readily communicate with the base station 12 through a
plugable wired connection hook-up. Typically, when a truck 16 approaches
the GRFU 18, a cable 24 is connected between the VMA installed within the
truck 16 and the GRFU 18. Communication is initiated between the VMA and
the BSC and maintained until the requisite communication is complete, at
which time the cable is disconnected.
In FIG. 2, a block diagram illustrates both kinds of VMAs. The VMA used for
the truck 16 which does not employ an antenna 11 includes only a
fundamental VMA 22, while the VMA used for the truck 14 employing the
antenna 11 includes a fundamental VMA 22 and a mobile RF unit (MRFU) 20.
The MRFU 20 provides an RF interface aboard the vehicle for direct RF
communication with the base station 12. For either kind of VMA, a plugable
cable 24 is used to establish an RS422 interface between the fundamental
VMA 22 and the RF transmitting unit, being either the MRFU 20 or the GFRU
18. Thus, when using the GRFU 18 to communicate between the VMA and the
base station 12, the plugable cable 24 is connected to the GRFU 18 and an
external data port 25 at the central control module 26, thereby allowing a
direct bypass of the MRFU 20.
A Mostar brand radio, employed with a conventional RF modem, available from
Motorola Inc., may be utilized to implement both the BRFU 13 (FIG. 1) and
the MRFU 20. An IBM Personal Computer (PC) may be utilized to implement
the BSC 15.
Both the vehicle sensor interface 34 and the electronic instrument cluster
32 may be implemented using an MC68HC11 microcomputer manufactured by
Motorola, Inc, wherein the peripheral input ports may be used to receive
the sensor input signals and the serial data ports may be used to
communicate on the data bus member 44.
The fundamental VMA 22 includes a central control module 26 which is used
to communicate information between the fundamental VMA 22 and the base
station 12 (through the BRFU 13 or MRFU 20), and to record information
generated within the fundamental VMA 22. The fundamental VMA 22 also
includes a driver interface module 28, an electronic instrument cluster
32, a sensor interface 34 and a plurality of optional modules 36; each of
which is coupled to the central control module 26 through a data bus
member 44, preferably an ATA (American Truck Association) data bus as
described in Society of Automotive Engineering (SAE) J1708 and J1587.
The driver interface module 28 is coupled to the central control module
through a high speed link 30 and is used as a terminal for displaying
information to and for receiving information from the driver or operator
of the vehicle. The driver interface module includes a keyboard for entry
of information such as delivery and travel logging information, and an LCD
display to inform the driver of various status information such as vehicle
operation status and delivery routing information.
The high speed interface 30 is needed because of the type of data which is
communicated between the driver interface module 28 and the base station
12. Typically, information transferred from the base station 12 to the
driver interface module 28 includes such information as delivery listings
and schedule information, whereas information transferred from the driver
interface module 28 to the base station is accumulated logging
information. Due to the potential length of such information, a high speed
communication path is necessary to avoid excessive delays of data transfer
which would otherwise tie-up the data bus member 44 when the vehicle
approaches RF communication range of the base station. This is due to the
fact that the ATA data bus is dedicated to communicate short bursts of
information between the various modules connected thereto, utilizing the
ATA data bus for the type of information communicated to/from the driver
interface module would be highly inefficient.
The driver interface module 28 is also coupled to the ATA data bus 44
through a serial communications data bus 40 (as described in SAE J1708).
The driver interface module 28 utilizes this communications path to
monitor the ATA bus for specific messages, such as low oil pressure, high
water temperature, etc. If such messages are recognized, they are
displayed for the driver's viewing.
The instrument cluster 32 provides the driver with required vehicle related
information such as speedometer, odometer, tachometer, fuel level, engine
coolant temperature, engine oil pressure, battery voltage, engine hours
and trip odometer information. Respective serial communications data
busses 40, as described in SAE J1708 and J1587, are employed along with
the ATA data bus 44 (in actuality these busses 40 and 44 may be viewed as
a single bus) to provide a communication path between the central control
module 26 and the instrument cluster 32. Both the control module 26 and
the instrument cluster 32 employ the data busses 40 to access the ATA data
bus 44. When the control module 26 is instructed by the base station 12 to
access the instrument cluster 32, the following sequence of events occurs:
A command is broadcast onto the ATA data bus 44 in accordance with SAE
J1587;
the command is recognized and interpretted by the instrument cluster 32;
the instrument cluster 32 responds to the command by transmitting
information onto the ATA data bus, pursuant to SAE 1587, including a
central control module designation address; and
the central control module 26 either records the information for subsequent
transmission to the base station 12 or immediately responds to the base
station 12 through the MRFU 20 or the GRFU 18.
A second communications path is established between the central control
module 26 and the instrument cluster 32 via a direct analog connection bus
50. This communications path is used for applications wherein the
instrument cluster has not been designed or modified to communicate on the
ATA data bus 4, in which case the input sensor lines 52 are directly
connected to input ports (shown and discussed in more detail in FIG. 3) of
the central control module 30.
The sensor interface 34 provides a multiplexing function to the VMA. The
sensor interface 34 receives a plurality of miscellaneous sensor inputs 54
and intelligently combines this received information for transmission onto
the ATA data bus 44. Such sensor inputs 54 may include speedometer,
odometer, tachometer, fuel level, engine coolant temperature, engine oil
pressure, battery voltage, engine hours and trip odometer information.
Similar to the analog connection bus 50 between the control module 26 and
the cluster 32, a separate analog connection bus 56 is provided between
the sensor interface 54 and the control module 26 to allow direct
communication therebetween for applications which do not accomodate
communication of the miscellaneous sensor inputs 54 onto the ATA data bus
44.
The plurality of optional modules 36 may be used to interface various
functional devices to the ATA data bus. Such functions may include power
train controls, brake system controls, steering system controls,
suspension controls, and body, cab and trailer modules. Other applications
may necessitate employing one of the optional modules as a secondary
recording device, such as a recorder for a bar code reader or for
recording diagnostic information.
Both analog ports 50 and 56 from the central control module 26 provide an
alternate communications path to a variety of sensors 57. Since the
control module 26 must select either the ATA data bus 44 or the analog
communication path (50 or 56) for communicating with the sensor interface
34 or the cluster 32, the base station 12 instructs the central control
module as to which path of communication should be established. This
remote communication path selection has a threefold advantage. First, each
VMA may be installed in the vehicle without the installation technician
wiring an additional communication selection switch. As the vibrational
environment of the vehicle does not facilitate the use of programmable
switches, a soldered or crimped connection would otherwise be required.
Second, in applications where the cluster or sensor interface is capable
of communicating over both communication paths, if a failure occurs on one
communication path, the other may be remotely programmed, via the base
station 12, as a replacement, thereby alleviating the need for a
technician to rewire or reconfigure the VMA. Finally, since the
alternative communications path accomodates both analog and ATA data bus
for both the sensor interface 34 and the cluster 32, only a single VMA
design type is required.
FIG. 3 illustrates an expanded block diagram of both the central control
module 26 and the driver interface module 28. The driver interface module
28 communicates with the control module 26 through the high speed
interface 30, discussed previously. Within the driver interface module 28,
data is received and transmitted through a high speed interface circuit
72, such as first-in-first-out (FIFO) buffers. A microcomputer 74, such as
an MC68HC11 available from Motorola, Inc., controls data communicated over
the high speed interface 30 as well as data communicated over the ATA data
bus 44. The microcomputer 74 employs conventional memory access 76 for
program control, and employs a conventional terminal like device 78 for
keyboard 80 entry and display to the driver via a liquid crystal display
(LCD) 82.
The central control module 26 includes similar high speed interface
circuitry 90 as is employed (72) by the driver interface module 28. A
microcomputer 92 (preferably an MC68HC11) is utilized to control the high
speed interface data flow as well as data flow through the remainder of
the control module 26. The remaining data flow includes communication over
the ATA data bus 44 via an ATA bus interface circuit 94, and communication
with the MRFU 20 or the GRFU 18 via the pluggable cable (pluggable cable)
24.
The ATA bus interface circuit 94 may be implemented using a conventional
serial bus data transfer means coupled to a TI (Texas Instruments) 75176
serial data bus driver IC (integrated circuit).
The microcomputer 92 employs conventional decoding circuitry 96 to access
the high speed interface 90 as well as a real time clock 98, RAM 100 and
ROM 102, and a port expander circuit 104.
The port expander circuit 104 allows multiplexing and demultiplexing
functions for the analog input paths (50 and 56 in FIG. 2) from the
instrument cluster 32 and the sensor interface 34, respectively. Output
control from the central control module 26 is accomplished through the
port expander 104 where a direct connection to the various sensors is
provided at the sensor interface 34 and the instrument cluster 32. Control
over these sensors through either communication path allows the base
station 12 to remotely calibrate each sensor through commands issued to
the central control module 26.
For example, an oil pressure sensor connected to the sensor interface
module 34 may require periodic calibration in order to compensate for
normal mechanical engine wear. This may be accomplished, once a mechanic
has determined the correct calibration setting (using a calibrated oil
pressure gauge), by entering the desired calibration setting at the base
station 12 and transmitting the setting information to the central control
module 26 in the VMA to allow the control module 26 to program the sensor,
via the selected communication path, to the setting.
Accordingly, the present invention provides a system and apparatus for
monitoring, recording and subsequently communicating vehicle related
information between a base station and respective apparatus installed
within a plurality of vehicles. The specific apparatus installed within
each vehicle provides an arrangement for efficiently communicating with
the base station such that effective system maintenance, effective access
of information recorded in the system, effective calibration of vehicle
components, and effective updating of personal instruction information for
the vehicle operator is provided.
It will be understood by those skilled in the art that various other
modifications and changes may be made to the present invention without
departing from the spirit and scope thereof.
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