Precise universal time for vehicles - Patent Review 5319374

We claim:

1. A method of providing a system timing signal sequence for each of a plurality of N vehicles, numbered consecutively i=1,2, . . ., N(N.gtoreq.2) that move within a selected geographic region and that communicate with one or more base stations, located within or adjacent to the selected region, by radiowaves, the method comprising the steps of:

providing a sequence of M non-overlapping time slots (M.gtoreq.2) of approximately equal length that include substantially all times in a selected time interval;

allocating an ith group of these time slots, numbered consecutively i=1,2, . . . , N, to communication by vehicle number i with a base station, where no two groups of time slots have any time slots in common;

providing each vehicle with a sequence of SPS signals and SPS timing signals and with a SPS signal transceiver/processor that receives and processes these SPS signals and SPS timing signals, to determine the present location of that vehicle and the time of determination of vehicle location;

transmitting from one or more base stations a sequence of base station timing signals that are received by each vehicle;

providing each vehicle with a timing signal choice means for receiving the SPS timing signal sequence and the base station timing signal sequence, for determining which of these sequences is both presently available and presently most accurate, and for using the available and most accurate timing signal sequence to provide that vehicle with a vehicle timing signal sequence and to determine the allocated time slots for that vehicle, based upon the most accurate timing sequence available; and

transmitting selected vehicle operating data, including present vehicle location, from each vehicle to one or more base stations during each time slot that is allocated to that vehicle.

2. The method of claim 1, further comprising the steps of:

providing for each of said vehicles an on-board timing signal sequence that is generated by a timing signal source located on said vehicle and that is received by said timing signal choice module; and

causing said timing signal choice module to choose the presently available and presently most accurate timing signal, for use by said vehicle transceiver/processor for transmitting said selected vehicle operating data, from among said SPS timing signal sequence, said base station timing signal sequence and the on-board timing signal sequence.

3. The method of claim 2, further comprising the step of providing said presently most accurate timing signal with a timing inaccuracy that does not exceed 7 msec.

4. The method of claim 2, further comprising the step of providing said presently most accurate timing signal with a timing inaccuracy that does not exceed 2 msec.

5. The method of claim 1, further comprising the step of choosing SPS timing signal sequence as said most accurate timing sequence, when said SPS timing signal sequence and said base station timing signal sequence are both available.

6. The method of claim 1, further comprising the step of allocating an (N+1)th group of said time slots as contention time slots, within which any of said vehicles numbered i=1, 2, . . . , N may communicate with said base station by contention, where this (N+1)th group of time slots has no time slot in common with any of said groups number 1, 2, . . . , N of time slots.

7. The method of claim 1, further comprising the step of choosing as said selected time interval a time interval of length approximately one second.

8. The method of claim 7, further comprising the step of choosing said integer M to lie in the range 5-20.

9. The method of claim 7, further comprising the step of allocating said time slots according to a time division multiple access allocation method, wherein at least one of said time slots within any of said selected time intervals is a contention time slot that may be taken and used for communication by any of said vehicles.

10. The method of claim 1, further comprising the step of transmitting said vehicle operating data for a specified vehicle at least once in any time interval of a selected length .tau.6.

11. The method of claim 10, further comprising the step of choosing said time interval length .tau.6 to be no greater than 120 seconds.

12. The method of claim 2, further comprising the steps of:

distinguishing a plurality of seven transition status states, numbered consecutively 0, 1, 2, 3, 4, 5 and 6, within said system that described the present timing state on said vehicle, where these states have the following characteristics:

said SPS timing signal sequence is not available in states 0. 1. 4. 5 and 6 and is available in states 2 and 3;

said base station timing signal sequence is not available in states 0, 2 and 4 and is available in states 1, 3 and 5;

said on-board timing signal sequence is available in all states 0, 1, 2, 3, 4, 5 and 6;

said system makes a transition from state 0 to state 1 when said base station timing signal sequence is regained;

said system makes a transition from state 0 to state 2 when said SPS timing signal sequence is regained for a time at least equal to a selected time interval .tau.3;

said system makes a transition from state 0 to state 6 when said SPS timing signal sequence is lost for a time at least equal to a selected time interval .tau.1, and power for said system has been regained;

said system makes a transition from state 1 to state 0 when said base station timing signal sequence is lost for a time at least equal to a selected time interval .tau.5;

said system makes a transition from state 1 to state 3 when said SPS timing signal sequence is regained for a time at least equal to the selected time interval .tau.3;

said system makes a transition from state 1 to state 6 when said SPS timing signal sequence is lost for a time at least equal to the selected time interval .tau.1;

said system makes a transition from state 2 to state 0 when said SPS timing signal sequence is lost for a time at least equal to a selected time interval .tau.2;

said system makes a transition from state 2 to state 3 when said base station timing signal sequence is regained;

said system makes a transition from state 3 to state 1 when said SPS timing signal sequence is lost for a time at least equal to the selected time interval .tau.2;

said system makes a transition from state 3 to state 2 when said base station timing signal sequence is lost for a time at least equal to the selected time interval .tau.5;

said system makes a transition from state 4 to state 2 when 2 said SPS timing signal sequence is regained for a time at least equal to a selected time interval .tau.4;, and power for said system is lost;

said system makes a transition from state 4 to state 5 when said base station timing signal sequence is regained;

said system makes a transition from state 4 to state 6 when said SPS timing signal sequence is lost for a time at least equal to the selected time interval .tau.1;

said system makes a transition from state 5 to state 3 when said SPS timing signal sequence is regained for a time at least equal to the selected time interval .tau.4, and power for said system is lost;

said system makes a transition from state 5 to state 4 when said base station timing signal sequence is lost for a time at least equal to the selected time interval .tau.5;

said system makes a transition from state 5 to state 6 when said SPS timing signal sequence is lost for a time at least equal to the selected time interval .tau.1;

said system makes a transition from state 6 to state 4 when said base station timing signal sequence is lost for a time at least equal to a selected time interval .tau.5;

said system makes a transition from state 6 to state 5 when said base station timing signal sequence is regained; and

said system initially is in state 6 when power for said system is initially applied or is reapplied.

13. The method of claim 12, further comprising the step of choosing said selected time interval .tau.1 to be approximately 60 minutes.

14. The method of claim 12, further comprising the step of choosing said selected time interval .tau.2 to be approximately 37.6 minutes.

15. The method of claim 12, further comprising the step of choosing said selected time interval .tau.3 to be in the range 3-6 seconds.

16. The method of claim 12, further comprising the step of choosing said selected time interval .tau.4 to be in the range 4-10 seconds.

17. The method of claim 12, further comprising the step of choosing said selected time interval .tau.5 to be in the range 0-3.7 minutes.

18. The method of claim 2, further comprising the steps of:

distinguishing a plurality of seven transition status states, numbered consecutively 0, 1, 2, 3, 4, 5 and 6, within said system that describe the present timing state on said vehicle, where these states have the following characteristics:

said SPS timing signal sequence is not available in states 0, 1, 4, 5 and 6 and is available in states 2 and 3;

said base station timing signal sequence is not available in states 0, 2 and 4 and is available in states 1, 3 and 5;

said on-board timing sequence is available in all states 0, 1, 2, 3, 4, 5 and 6;

said system makes a transition from state 0 to state 1 when said base station timing signal sequence is regained;

said system makes transition from state 0 to state 2 when said SPS timing signal sequence is regained for a time at least equal to a selected time interval .tau.3;

said system makes a transition from state 0 to state 6 when said SPS timing signal sequence is lost for a time at least equal to a selected time interval .tau.1, and power for said system has been regained;

said system makes a transition from state 1 to state 2 when said base station timing signal sequence is lost for a time at least equal to a selected time interval .tau.5;

said system makes a transition from state 1 to state 3 when said SPS timing signal sequence is regained for a time at least equal to the selected time interval .tau.3;

said system makes a transition from state 1 to state 6 when said SPS timing signal sequence is lost for a time at least equal to the selected time interval .tau.1;

said system makes a transition from state 2 to state 0 when said SPS timing signal sequence is lost for a time at least equal to a selected time interval .tau.2;

said system makes a transition from state 2 to state 3 when said base station timing signal sequence is regained;

said system makes a transition from state 3 to state 1 when said SPS timing signal sequence is lost for a time at least equal to the selected time interval .tau.2;

said system makes a transition from state 3 to state 2 when said base station timing signal sequence is lost for a time at least equal to the selected time interval .tau.5;

said system makes a transition from state 4 o state 2 when said SPS timing signal sequence is regained for a time at least equal to a selected time interval .tau.4;, and power for said system is lost;

said system makes a transition from state 4 to state 5 when said base station timing signal sequence is regained;

said system makes a transition from state 4 to state 6 when said SPS timing signal sequence is lost for a time at least equal to the selected time interval .tau.1;

said system makes a transition from state 5 to state 3 when said SPS timing signal sequence is regained for a time at least equal to the selected time interval .tau.4, and power for said system is lost;

said system makes a transition from state 5 to state 4 when said base station timing signal sequence is lost for a time at least equal to the selected time interval .tau.5;

said system makes a transition from state 5 to state 6 when said SPS timing signal sequence is lost for a time at least equal to the selected time interval .tau.1;

said system makes a transition from state 6 to state 4 when said base station timing signal sequence is lost for a time at least equal to a selected time interval .tau.5;

said system makes a transition from state 6 to state 5 when said base station timing signal sequence is regained; and

said system initially is in state 6 when power for said system is initially applied or is reapplied.

19. The method of claim 2, further comprising the steps of:

distinguishing a plurality of seven transition status states, numbered consecutively 0, 1, 2, 3, 4, 5 and 6, within said system that describe the present timing state on said vehicle, where these states have the following characteristics:

said SPS timing signal sequence is not available in states 0, 1, 4, 5 and 6 and is available in states 2 and 3;

said base station timing signal sequence is not available in states 0, 2 and 4 and is available in states 1, 3 and 5;

said on-board timing signal sequence is available in all states 0, 1, 2, 3, 4, 5 and 6;

said system makes a transition from state 0 to state 1 when said base station timing signal sequence is regained;

said system makes a transition from state 0 to state 2 when said SPS timing signal sequence is regained for a time at least equal to a selected time interval .tau.3;

said system makes a transition from state 0 to state 6 when said SPS timing signal sequence is lost for a time at least equal to a selected time interval .tau.1, and power for said system has been regained;

said system makes a transition from state 1 to state 0 when said base station timing signal sequence is lost for a time at least equal to a selected time interval .tau.5;

said system makes a transition from state 1 to state 3 when said SPS timing signal sequence is regained for a time at least equal to the selected time interval .tau.3;

said system makes a transition from state 1 to state 6 when said SPS timing signal sequence is lost for a time at least equal to the selected time interval .tau.1;

said system makes a transition from state 2 to state 6 when said SPS timing signal sequence is lost for a time at least equal to a selected time interval .tau.1;

said system makes a transition from state 2 to state 3 when said base station timing signal sequence is regained;

said system makes a transition from state 3 to state 1 when said SPS timing signal sequence is lost for a time at least equal to the selected time interval .tau.2;

said system makes a transition from state 3 to state 2 when said base station timing signal sequence is lost for a time at least equal to the selected time interval .tau.5;

said system makes a transition from state 4 o state 2 when said SPS timing signal sequence is regained for a time at least equal to a selected time interval .tau.4;, and power for said system is lost;

said system makes a transition from state 4 to state 5 when said base station timing signal sequence is regained;

said system makes a transition from state 4 to state 6 when said SPS timing signal sequence is lost for a time at least equal to the selected time interval .tau.1;

said system makes a transition from state 5 to state 3 when said SPS timing signal sequence is regained for a time at least equal to the selected time interval .tau.4, and power for said system is lost;

said system makes a transition from state 5 to state 4 when said base station timing signal sequence is lost for a time at least equal to the selected time interval .tau.5;

said system makes a transition from state 5 to state 6 when said SPS timing signal sequence is lost for a time at least equal to the selected time interval .tau.1;

said system makes a transition from state 6 to state 4 when said base station timing signal sequence is lost for a time at least equal to a selected time interval .tau.5;

said system makes a transition from state 6 to state 5 when said base station timing signal sequence is regained; and

said system initially is in state 6 when power for said system is initially applied or is reapplied.

20. The method of claim 2, further comprising the steps of:

distinguishing a plurality of seven transition status states, numbered consecutively 0, 1, 2, 3, 4, 5 and 6, within said system that describe the present timing state on said vehicle, where these states have the following characteristics:

said SPS timing signal sequence is not available in states 0, 1, 4, 5 and 6 and is available in states 2 and 3;

said base station timing signal sequence is not available in states 0, 2 and 4 and is available in states 1, 3 and 5; and

said on-board timing signal sequence is available in all states 0, 1, 2, 3, 4, 5 and 6; and

allowing at least 18 transitions between the states 0, 1, 2, 3, 4, 5 and 6, when said SPS timing signal sequence is lost for a selected first time interval, when said SPS timing signal sequence is regained for a selected second time interval, when said base station timing signal sequence is lost for a selected third time interval, or when said base station timing signal sequence is regained, where each state has at least two incoming transitions and at least two outgoing transitions.

21. The method of claim 1, further comprising the step of choosing said SPS from a group consisting of a Global Positioning System and a Global Orbiting Navigational System.

22. The method of claim 1, further comprising the step of using said SPS timing signals to determine a signal propagation time delay for said base station timing signals to reach said vehicle.

23. A method of providing a system timing signal sequence, with a timing inaccuracy no larger than 2 msec, for each of a plurality of N vehicles, numbered consecutively i=1, 2, . . . , N (N.gtoreq.2) that move within a selected geographic region and that communicate with one or more base stations, located within or adjacent to the selected region, by radiowaves, the method comprising the steps of:

providing a sequence of M non-overlapping time slots (M.gtoreq.2) of approximately equal length that include substantially all times in a selected time interval;

allocating an ith group of these time slots, numbered consecutively i=1, 2, . . . , N, to communication by vehicle number i with a base station, where no two groups of time slots have any time slots in common;

providing each vehicle with first and second independent sequences of timing signals that each provide acceptably accurate timing on each vehicle, where the first sequence is a sequence of SPS signals and SPS timing signals;

providing each vehicle with a SPS signal transceiver/processor that receives and processes these SPS signals and SPS timing signals, to determine the present location of that vehicle and the time of determination of vehicle location;

providing each vehicle with a timing signal choice means that receives first and second sequences of timing signals, determines which of these sequences is both presently available and presently most accurate, and uses the available and most accurate timing signal sequence to provide that vehicle with a vehicle timing signal sequence and to determine the allocated time slots for that vehicle, based upon the most accurate timing sequence available; and

transmitting selected vehicle operating data, including present vehicle location, from each vehicle to one or more base stations during each time slot that is allocated to that vehicle.

24. The method of claim 23, further comprising the step of choosing said first timing signal sequence as said most accurate timing sequence, when said first and second timing signal sequences are both available.

25. The method of claim 23, further comprising the step of allocating a (N+1)th group of said M time slots as contention time slots, within which any of said vehicles numbered i=1, 2, . . . , N may communicate with said base station by contention, where this (N+1)th group of time slots has no time slot in common with any of said groups number 1, 2, . . . , N of time slots.

Description Submit all comments and votes

FIELD OF THE INVENTION

This invention relates to provision and synchronization of time aboard a vehicle, using satellite positioning system signals and/or timing signals transmitted over a radio network.

BACKGROUND OF THE INVENTION

Where two or more vehicles, such as a fleet of buses or trucks, are connected electronically to one or more base stations, for purposes of periodically reporting operating data such as vehicle position and vehicle operating parameters to the base station, maintenance of a common accurate time for each vehicle and for the base station(s) is a concern. The vehicles may report their respective operating data by time sharing of access on a metropolitan area network, using an access allocation such as time division multiple access ("TDMA") or some other suitable access allocation approach. In time shared access, each vehicle in the network would be allocated one or more time slots in a given time interval to report its operating data to the base station(s). One or more additional time slots are optionally available (1) to allow the base station to poll the vehicle communications systems ("VCSs") for any additional information that should be communicated promptly to the base station and/or (2) to allow each VCS to attempt to communicate such information to the base station by contention during this additional time slot(s). This second time slot access mechanism is allocated using ALOHA, as discussed by M. Schwartz, Computer Communication Network Design and Analysis, Prentice Hall, 1977, pp. 286-320.

Several workers have disclosed time distribution systems using a master or base station and one or more subsidiary time signal receivers. An example is U.S. Pat. No. 3,520,128, issued to Novikov et al. An independent primary clock is connected to, and provides exact time signals for, a plurality of secondary clocks by radio waves. Each secondary clock receives a sequence of uncorrected "exact" time signals and a sequence of timing marks to correct this uncorrected time. The time signals for each secondary clock are apparently corrected separately.

Cater, in U.S. Pat. No. 3,811,265, discloses transmission of coded, time-indicating signals from a master clock at a central station to one or more slave clocks, using a two-wire line and binary-valued pulses with different time durations. A time synchronizing pulse is periodically inserted (e.g., once per second) on the line to correct for drift or other errors. If the two-wire line is a standard 60-cycle power line or a television cable, the binary-valued pulses use one or more frequencies that lie outside the frequency range normally used on that line, to avoid signal interference with the standard signals transmitted over that line.

A clock that can be synchronized by "wireless" signals is disclosed by Gerum et al in U.S. Pat. No. 3,881,310. The clock contains an electromagnetically operated mechanical oscillator whose frequency 2 f0 is twice the rated frequency of an alternating current network connected to the clock. A time synchronization module transmits a signal of frequency fl>>f0 that is modulated by the network at 2 f0 and received and demodulated using the clock. Normally, the pulses received from the network drive the clock and the oscillator is in a standby mode. The clock oscillator is enabled, and the network is disconnected, when and only when the network frequency differs by at least a predetermined amount from the frequency 2 f0 of the oscillator. The oscillator in standby mode receives resonance energy of frequency.apprxeq.2 f0 from the network for maintaining the oscillations.

U.S. Pat. No. 3,967,098, issued to Harnagel et al, discloses an air navigation instrument that combines calculator and timekeeping functions. An initial time is entered into an accumulator of the device, and the device computes and displays time in increments .DELTA.t=1 sec (or other chosen time interval) as the navigation calculations proceed. The time count can be captured and used in calculations at any time.

A TACAN air navigation system is disclosed in U.S. Pat. No. 3,969,616, issued to Mimken. Range of an aircraft from an interrogation signal-transmitting beacon is determined by the time elapsed between transmission of the interrogation signal and receipt of a reply pulse signal from the aircraft (called a "dwell" period in TACAN parlance). A circuit at the beacon generates and uses a filler pulse during any dwell period in which a reply pulse is not received from a target aircraft, in order to maintain an rough and unspecified synchronization at the beacon for the target aircraft when reply pulses are not received. An aircraft velocity detector may be included, with velocity being determined by averaging over several successive dwell periods to reduce the associated velocity error.

Cateora et al, in U.S. Pat. No. 4,014,166, disclose a satellite-controlled digital clock system for maintaining time synchronization. A coded message containing the present time and satellite position is transmitted from a ground station to an orbiting satellite and is relayed to a group of ground-based receivers. A local oscillator aboard the satellite is phase-locked to a precise frequency to provide the system with accurate time-of-year information by a count of the accumulated pulses produced by the oscillator. This count is compared with a time count determined from the coded message received by the satellite. After a selected number of errors are observed through such comparisons, the on-board clock is reset to the time indicated by the coded messages received. If transmission of the coded messages is interrupted, the on-board oscillator continues to provide time information that is transmitted to the ground-based receivers.

An antenna space diversity system for TDMA communication with a satellite is disclosed by U.S. Pat. No. 4,218,654, issued to Ogawa et al. Differences of temporal lengths of paths from the satellite through each antenna to a ground-based signal processor station are determined by measurement of times required for receipt of pre-transmission bursts sent in the respective allocated time slots through two different antennas, in a round trip from base station to satellite to base station. Variable time delays are then inserted in the base station signal processing circuits to compensate for the temporal length differences for the different signal paths. These time delays are changed as the satellite position changes relative to each of the antennas.

U.S. Pat. No. 4,287,597, issued to Paynter et al, discloses receipt of coded time and date signal from two geosynchronous satellites, which signals are then converted into local date and time and displayed. The frequency spectrum is scanned by an antenna to identify and receive the satellite signals. Temporal length differences for signal paths from each satellite through a receiving antenna to a signal processing base station are determined, to provide compensation at the base station for these differences. Time information is provided by a satellite every 0.5 seconds, and this information is corrected every 30 seconds. Signals from either or both satellites are used to provide the time and date information, in normal local time and/or daylight savings local time.

Jueneman discloses an open loop TDMA communications system for spacecraft in U.S. Pat. No. 4,292,683. A spacecraft, such as a satellite, in quasi-geosynchronous orbit carries a transponder that relays a coded signal from a ground-based signal-transmitting station to a plurality of spaced apart, ground-based receivers. This coded signal includes a time index and an index indicating the spacecraft's present position. The time index is adjusted by each receiver to compensate for the changing position of the spacecraft through which the coded signal is relayed. The system is open loop and requires no feedback from the receivers to the base station.

Nard et al, in U.S. Pat. No. 4,334,314, discloses a system for radio wave transmission of time-referenced signals between two ground-based stations, with compensation for multi-path transmission timing errors. Station no. 1 has a single antenna. Station no. 2 has two antennas, spaced apart by a selected distance, to allow measurement of and compensation for multi-path transmission path length differences. A signal processor located at the receiver antenna combines a plurality of timing marks, received from the transmitting antenna along multiple paths, into a single timing mark that compensates for the multiple path length differences. This arrangement allegedly allows station-to-station transmission over distances as large as ten times the trans-horizon or direct sighting distance (which is approximately proportional to the square root of the product of antenna height and Earth's radius).

Method and apparatus for determining the elapsed time between an initiating event and some other event are disclosed by U.S. Pat. No. 4,449,830, issued to Bulgier. A first timer and a second timer mark the times of occurrence, respectively, of an initiating event and a subsequent event that depends upon occurrence of the initiating event. The two timers are initially connected and synchronized, then disconnected before the initiating event occurs. The timers are then reconnected after both events have occurred, to allow determination of the elapsed time between occurrence of the two events.

In U.S. Pat. No. 4,482,255, Gygax et al disclose a timepiece for displaying both the present time and the present orientation of the time piece relative to the local Earth's magnetic field. The timepiece displays time, date, and the direction and angle through which the timepiece must be rotated in a tangent plane to align a fixed axis on the timepiece with the local field. The local magnetic field direction can be determined by two (static) Hall effect sensors placed at right angles to each other.

Distance ranging and time synchronization between a pair of satellites is disclosed by Schwartz in U.S. Pat. No. 4,494,211. Each satellite transmits a timing signal and receives a timing signal from the other satellite. The difference in time, including compensation for signal processing delay on a satellite, between transmission and receipt of the signals is transmitted by each satellite to the other satellite and is used to establish time synchronization and to determine the distance between the two satellites. This exchange of signals would be repeated at selected time intervals to maintain synchronization, where the satellites are moving relative to each other. No communications link to a third entity is required, and only one of the satellite clocks need be adjusted to establish and maintain time synchronization.

A portable timekeeping device that provides reminders (alarms) for taking certain actions at naturally occurring times is disclosed in U.S. Pat. No. 4,512,667, issued to Doulton et al. Means are provided for entering information on the present geographical location, and the device computes the appropriate times for taking the actions based upon the location and local time of day and year. The intended application here is for an alarm indicating the appropriate times after sunrise and before sunset for Moslem prayers. The present geographical location is entered and used together with the present time and present time of year (computed using a timekeeping device plus information stored in a ROM) to determine the appropriate times of day. A visually or audibly perceptible alarm is provided at each appropriate time of the day.

Plangger et al, in U.S. Pat. No. 4,582,434, disclose transmission and receipt of a continuously corrected single sequence of timing signals. A microprocessor at the receiver periodically compares these timing signals with on-board timing signals generated by a local clock. A varactor diode in a crystal oscillator circuit adjusts the microprocessor's operating frequency to minimize any error between the two timing signal sequences. Timing signal processing delay time is compensated for in a receiver circuit. The frequency for microprocessor operation is thus continuously corrected. If the transmitted timing signals are too weak or do not arrive, the on-board timing signals control the microprocessor until the transmitted timing signals are received in sufficient strength again.

Noguchi discloses a remote time calibration system using a satellite in U.S. Pat. No. 4,607,257. A base station provides a reference system of absolute timing signals and transmits these to a satellite that orbits the Earth. The satellite then calibrates and periodically adjusts its internally generated time and transmits observed data plus the corresponding adjusted satellite time to one or more data receiving stations on the Earth that are distinct from the base station. Time calibration optionally compensates for signal propagation time delay from base station to satellite and allows continuous transmission of data from satellite to the data receiving station(s). Several time difference indicia are computed here.

These approaches usually rely upon a single clock for time distribution. If signals from that clock are unavailable, or if the clock itself fails or is interrupted, no timing signal is available for the subsidiary systems. What is needed is a timing distribution system that provides a timing signal back-up that can be used whenever the primary timing signal is unavailable or, optionally, can be used intermittently to supplement the more accurate primary timing signal.

SUMMARY OF THE INVENTION

These needs are met by the invention, which provides a sequence of Satellite Positioning System (SPS) position and timing signals, used as the primary timing signal and accurate to within a few microseconds, which are received by a plurality of land or marine vehicles whose positions on the Earth may be changing with time. A secondary, less accurate timing signal, using either SPS signals or a more accurate time standard, is transmitted by a base station on the Earth and received by each of the vehicles. An optional tertiary timing signal, which may be the least accurate, is provided by a clock on board each vehicle itself. When the primary timing signal is unavailable, the secondary (tertiary) timing signal is used for timekeeping aboard the vehicle, until the primary timing signal is again available. The primary and secondary timing signals take account of time delays due to signal propagation and to signal processing at the vehicle. An on-board SPS signal receiver/processor receives and processes the SPS signals from one or more satellites and also receives TDMA time packet signals from one or more base stations that are located in or adjacent to the region where the vehicles move. The receiver/processor also collects operations data from the vehicle and periodically transmits such data to one or more base stations for analysis or archiving, using one or more of the time slots allocated to that vehicle by the TDMA protocol.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic view of an environment in which the invention is used.

FIG. 2 is a schematic view of apparatus used in one embodiment of the invention.

FIG. 3 is a graphical view illustrating partial overlap of receiver/processor signal transmission sequences for two vehicles, according to one embodiment of the invention.

FIG. 4 is a schematic view illustrating the allocation of time intervals within an allocation time slot to time synchronization activities and to data transmission activities.

FIGS. 5, 6 and 7 are schematic views illustrating permitted transitions between seven timing status states and the conditions for such transitions, according to three embodiments of the invention.

DESCRIPTION OF EMBODIMENTS OF THE INVENTION

FIG. 1 illustrates an environment in which the invention is useful. Vehicles, such as buses or trucks, 13-1, 13-2, etc. in a fleet move within a region R and communicate by radiowave or otherwise with one or more base stations located within or adjacent to the region R. Each vehicle 13-i carries an intelligent vehicle logic unit ("IVLU") 21-i that includes an SPS signal receiver/processor 23-i (i=1, 2, . . . ) that can receive radiowave signals from, and transmit radiowave signals to, one or more base stations 15x (x=A, B, C, etc.), according to an appropriate time allocation system such as TDMA so that each such receiver/processor is assured of an opportunity to communicate with a base station 15x during one or more time slots in each time interval of a selected length .tau..sub.c. For a large fleet of vehicles 13-i, the length .tau..sub.c may be of the order of 1-10 minutes.

Each vehicle 13-i has an (optional) system interrogator 17-i (i=1, 2, . . . ) that gathers relevant operating data on the vehicle and periodically transmits these data to the base station, using a modem 27-i that is carried on the vehicle 13-i. One such item of information or data transmitted is the present location of the vehicle 13-i. Each vehicle's receiver/processor 23-i also receives SPS signals S1x and/or S2x with different corresponding carrier frequencies f1 and/or f2, respectively, from one or more SPS satellites SVx (x=a, b, c) that are directly visible from that vehicle. Because the vehicle operating data must be gathered and transmitted at precise times defined by the vehicle's allocated time slots, each of the vehicles requires an accurate timing signal. Each vehicle 13-i is provided with two, or optionally three, independent timing signal sequences for this purpose.

The SPS signal S1y or S2y (y=a, b, c) provides a highly accurate first timing signal sequence at times {t.sub.1m }.sub.m referred to as "SPS time", if this signal is available, after compensation or allowance for time delay due to signal propagation .DELTA.t.sub.prop from a satellite SVx to the vehicle 13-i and time delay .DELTA.t.sub.proc due to time signal processing at the receiver/processor 23-i. This first timing signal sequence is received by the receiver/processor 23-i and used to initiate, or to update and correct, a vehicle timing signal sequence {t.sub.Vm }.sub.m on the vehicle 13-i itself.

A second timing signal sequence {t.sub.2m }.sub.m, referred to as "RDT time" or radio downlink time, is provided by at least one base station 15x through a sequence of time packets that is regularly broadcast by that base station. This second timing signal sequence is also received by the receiver/processor 23-i and used to initiate, or to update and correct, the timing signal sequence {t.sub.Vm }.sub.m on the vehicle 13-i itself. A timing signal choice module 31-i (i=1, 2, . . . ), which operates cooperatively with the receiver/processor 23-i on the vehicle 13-i, determines which timing sequence {t.sub.1m }.sub.m or {t.sub.2m }.sub.m will be used to update the vehicle timing sequence {t.sub.Vm }.sub.m, based upon availability of the SPS and radio timing signals, upon actual availability of that sequence, and other relevant criteria.

A third timing signal sequence {t.sub.3m }.sub.m, referred to as "RTC time", may be provided by a clock located on the vehicle 13-i itself, to updata and correct the vehicle timing signal sequence {t.sub.Vm }.sub.m when the first and second timing signal sequences {t.sub.1m }.sub.m and {t.sub.2m }.sub.m are either unavailable or manifest unsatisfactory accumulated drifts with time. The RTC time may be provided by a clock used to regulate signal processing in a computer that is carried on each vehicle 13-i. The SPS time and the RDT time will be the same for each vehicle 13-i, but the RTC time will be generated on, and thus unique to, each vehicle 13-i.

FIG. 2 schematically illustrates one embodiment of an intelligent vehicle logic unit 21-i, carried on a vehicle 13-i, that is suitable for practice of the invention. The IVLU 21-i includes an SPS signal receiver/processor 23-i that receives the SPS signals from one or more satellites SVa, SVb, SVc, etc. and determines the present position of the vehicle 13-i and present time of observation. The IVLU 21-i also includes a vehicle interface module ("VIM") 25-i that provides software, logic hardware, computer processing and the third timing sequence {t.sub.3m }.sub.m that provides RTC time for the IVLU 21-i. The IVLU 21-i also includes a modem 27-i that allows the IVLU to transmit messages to, and to receive messages from, one or more of the base stations 15x. These messages include the second timing sequence {t.sub.2m }.sub.m that provides RDT time for the IVLU 21-i. The IVLU 21-i also includes a transit control interface (TCI) 29-i that is controlled by the operator of the vehicle 13-i, to provide the operator with present information on the time, position of the vehicle, or other operating data chosen for display by the operator. Within the IVLU 21-i, the SPS signal receiver/processor 23-i, the VIM 25-i, the modem 27-i and the TCI 29-i are electronically connected to provide input signals for one another.

The VIM 25-i includes a timing choice means 31-i that determines which of the three timing sequences {t.sub.ym }.sub.m (y=1, 2, 3) received or self-generated by the IVLU 21-i will be currently used for calibration of the universal timing sequence {t.sub.Vm }.sub.m provided for each vehicle, based upon criteria discussed below. The timing sequence used for {t.sub.Vm }.sub.m is usually the RTC time. This RTC time is unadjusted, if RTC time is the "primary" time chosen by the timing choice means 31-i. However, if the SPS time or the RDT time is chosen as the primary time by the timing choice means 31-i, this primary time will be used to continually calibrate the RTC time as time unfolds, until a new primary time is chosen by the timing choice means.

The VIM 25-i also includes a CPU 33-i and associated memory and operating software for other processing of signals containing SPS time and position, RDT time, RTC time and vehicle operating data. The VIM 25-i also includes a local clock 35-i that provides the RTC time for the vehicle 13-i. As noted above, the clock that drives the CPU 33-i may serve as the local clock 35-i, or an independent local clock may be provided.

After the SPS and RDT timing marks are received and a choice of the presently more accurate timing mark is made by the timing choice means 31-i the present RTC timing mark is corrected, using an RTC time offset (positive or negative), so that the RTC timing marks themselves need not be continually manipulated. The corrected RTC time at any point is then expressed as

t.sub.RTC (corrected)=t.sub.RTC +.DELTA.t.sub.offset,

where .DELTA.t.sub.offset is the last available accurate offset time from the SPS or RDT source. This offset time is preferably determined and provided by the timing choice means 31-i, by comparing an internal time stamp on the GPS signal or RDT packet presently received with the RTC time of the local clock. If only one timing mark sequence (SPS or RDT) is available, that sequence is used to determine the RTC time offset. If the timing mark sequences for SPS and RDT are both unavailable, the RTC time with the last available accurate RTC time offset is fixed and used to provide a timing mark sequence until GPS time or RDT time is recovered.

For TDMA-scheduled reporting of vehicle position and other vehicle operating data, each vehicle is allocated one or more mutually exclusive time slots of a selected leng