Abstract:
A system for tracking usage habits of a vehicle having a standard vehicle data port includes an anchor that fixedly couples the system to the vehicle. A connector is electrically couplable to the standard vehicle data port. A communication port transmits data to and receives data from a remote data device. A data storage medium records data received from the standard vehicle data port relating to the usage habits of the vehicle. A programmable processor is in data communication with the connector, the communication port and the data storage medium and is programmed to record in the data storage medium user-specific usage data relating to use of the vehicle and transmit the user specific usage data from the data storage medium to the data device via the communication port in response to an authorized data query received from the data device.

Description:
CROSS-REFERENCE TO A RELATED PATENT APPLICATION  
       [0001]    The present application is a continuation-in-part of patent application ser. No. 10/105,209, filed on Mar. 25, 2002, the entirety of which is incorporated by reference herein. 
     
    
     
       BACKGROUND OF THE INVENTION  
         [0002]    1. Field of the Invention  
           [0003]    The present invention relates to automotive electronic systems and, more specifically, to a system for tracking usage habits in a vehicle.  
           [0004]    2. Description of the Prior Art  
           [0005]    Automobile dealerships and other transportation related organizations must maintain a constant effort to prevent the theft of vehicles. Additionally, dealerships have a problem keeping up with the keys to the vehicles and supplying them for the respective vehicles when needed. Typically, the keys to a vehicle are kept in a common location of a dealership showroom or are kept at the vehicle in a local lockbox that is attached to the vehicle. There are several advantages to having the keys at the vehicle in terms of convenience for both the dealership staff and the customer. For example, a dealership is likely to make more sales if the keys can be kept at the vehicle, as prospective customers have less time to reconsider their buying decisions. Also, storing a plurality of keys in a common location to which several different people have regular access increases the likelihood that the keys will become disorganized.  
           [0006]    The local lockbox approach also has several disadvantages. For example, a car thief can spray a refrigerant into the lock of the lockbox to make it brittle and then shatter the lock by striking it with a hammer. Also, if the keys necessary to open the local lockboxes are lost or stolen, then the security of the vehicles is compromised. Thus, if a dealership employee leaves the employ of the dealership without returning his lockbox keys, then every lock must be replaced at a considerable cost to the dealership. Furthermore, a local lockbox attached to a vehicle makes the vehicle look less attractive to the buyer, and may even damage the finish of the vehicle.  
           [0007]    Some dealerships unlock all of the vehicles on the lot in the morning and then re-lock the vehicles at night. This allows potential buyers to examine the insides of the vehicles at will during normal business hours. However, unlocking every vehicle is a labor-intensive process that ties up a considerable amount of dealership staff time.  
           [0008]    Many modern vehicles are equipped with remote door lock controls. The user is supplied with a remote transmitter that allows for locking and unlocking of vehicles at the press of a button. However, the use of existing remote devices does not overcome the difficulties experienced with dealerships because each remote transmitter must be tuned to respond to a unique code to prevent unauthorized access to the vehicles. Thus, the dealership staff must spend unnecessary overhead in organizing the remote transmitters.  
           [0009]    Typical methods of determining the productivity of automobile salespeople have included estimates of clients seen, vehicles shown, quotes, and monthly sales volume. While sales volumes and quotes are easy to access, the number of clients and vehicles shown has relied on the sales persons memory and attention to detail. Like many other professional sales people, such activities take a lower priority than selling, and are often inaccurate and rushed through in order to prepare for sales meetings.  
           [0010]    Modern automotive vehicles are commonly equipped with multiple-access serial data communications networks to enable data transfers between various electronics within the vehicle. The Society of Automotive Engineers (SAE) has established a Standard J1850 Class B data communications network that has become widely accepted throughout the automotive industry. The standard SAE J1850 is a set of technical requirements and parameters that specify the use of symbols for communicating serial data over a communications bus.  
           [0011]    The SAE J1850 network is used on all US vehicles manufactured since 1996. There are a number of variations, specifically VPW, PWM, and ISO 9141, plus manufacturer and model specific variations. The standard does call out specific access codes for major vehicle systems, the variations are more for additional systems such as air bags, ABS, vehicle navigation, model specific security systems such as key transponders and rolling codes. Advantages of the SAE J1850 interface include: they provide a standardized connector for all vehicles and variations; a connection scheme is simplified; they provide high security as, one would need an expensive scan tool and knowledge of it operation to access a SAE J1850 system; they provide access to the vehicles VIN, odometer, speedometer, lock system, ignition on time; a simplified locking shackle may be used for the standardized connector; and installation of connecting devices is relatively easy, as the connector is readily accessible from the drivers seat.  
           [0012]    Many company or fleet vehicles are used for personal purposes. Currently there are no systems available to track personal mileage, and the fleet operator is dependent upon reports by the user to determine the amount of personal mileage driven. In addition, there is no way to determine the whether the vehicle was driven at excessive speeds. The trucking industry has used data-loggers and chart recorders for years to monitor driver performance, but there is no universal data-logger for passenger cars. Some auto-makers include data-logging as an option to a vehicle control system, but those systems are model specific.  
           [0013]    Parents are very concerned with the driving characteristics of their children. Young drivers often ignore automobile safety rules, such as speed limits. Parents of young drivers are unable to monitor the driving habits of their children when the are not riding with them.  
           [0014]    Therefore, there is a need for a system and method of tracking usage habits of an operator of a vehicle that may be installed easily in a variety of vehicle types.  
         SUMMARY OF THE INVENTION  
         [0015]    The disadvantages of the prior art are overcome by the present invention which, in one aspect, is a system for tracking usage habits of a vehicle having a standard vehicle data port. An anchor fixedly couples the system to the vehicle. A connector is electrically couplable to the standard vehicle data port. A communication port is capable of transmitting data to and receiving data from a remote data device. A data storage medium is able to record data received from the standard vehicle data port relating to the usage habits of the vehicle. A programmable processor is in data communication with the connector, the communication port and the data storage medium and is programmed to record in the data storage medium user-specific usage data relating to use of the vehicle and transmit the user specific usage data from the data storage medium to the data device via the communication port in response to an authorized data query received from the data device.  
           [0016]    In another aspect, the invention is an apparatus for communicating data with a system for tracking usage habits of a vehicle having a standard vehicle data port. The apparatus includes a wireless data port and a one-wire data device. A processor is in data communication with the wireless data port and the one-wire data device. The processor is programmed to receive a security code from the one-wire data device, transmit the security code to the wireless data port so as to cause the wireless data port to transmit the security code to the system for tracking usage habits of a vehicle, receive data from the system for tracking usage habits through the wireless data port and transmit the data to the one-wire data device for storage by the one-wire data device.  
           [0017]    In another aspect, the invention is a data transmission system for transmitting data received from a system for tracking usage habits of a vehicle to a global computer network server. A security code generator is capable of generating a plurality of security codes. The system includes a one-wire data device interface, a PDA data interface, a master clock capable of generating a date and time reference and a programmable processor. The processor is in data communication with the security code generator and the one-wire data device interface. The processor is capable of being put in data communication with a global computer network. The processor is programmed to receive the date and time reference from the master clock and to transmit the date and time reference to the PDA data interface and the one-wire data device interface. The processor is also programmed to receive a security code from the security code generator and transmit the security code to the one-wire data device interface to facilitate storage of the security code by a one-wire data device. The processor is also programmed to receive data from the one-wire data device interface. The data corresponds to data received from a one-wire data device. The processor is also programmed to transmit the data received from the one-wire data device interface to a server through the global computer network.  
           [0018]    In another aspect, the invention is a method of tracking usage habits of a vehicle having a standard vehicle data port. A user identification, a start date, a start time, and a start odometer reading is recorded in a local vehicle data storage medium upon receiving an authorized user identification. A shutoff time and a shutoff odometer reading is recorded in the local vehicle data storage medium upon sensing engine shutoff. A request for vehicle usage information is received from an off-board data storage device. The user identification, the start date, the start, the start odometer reading, the shutoff date, the shutoff time and the shutoff odometer reading are transmitted from the local vehicle data storage medium to the off-board data storage device in response to the request.  
           [0019]    In yet another aspect, the invention is a method of tracking performance of a vehicle salesperson with respect to a plurality of vehicles, where each vehicle includes a standard vehicle data port. A salesperson identification is read from a salesperson-specific identification device. The identification input is stored in a vehicle-specific data storage medium. Odometer and speed data is received from the standard vehicle data port during a predetermined period after reading the identification input. A start time and an end time for the predetermined period and a preselected set of the odometer and speed data is stored in a data storage medium. The start time and end time and the preselected set of the odometer and speed data and an identification of the vehicle is transferred to the data reading device in response to a query from a data reading device. A report indicating at least one performance factor relative to the vehicle salesperson based on at least a preselected subset of data received by the data reading device is generated.  
           [0020]    These and other aspects of the invention will become apparent from the following description of the preferred embodiments taken in conjunction with the following drawings. As would be obvious to one skilled in the art, many variations and modifications of the invention may be effected without departing from the spirit and scope of the novel concepts of the disclosure. 
       
    
    
     BRIEF DESCRIPTION OF THE FIGURES OF THE DRAWINGS  
       [0021]    [0021]FIG. 1 is a schematic drawing of an illustrative embodiment of the invention, as applied to a single vehicle.  
         [0022]    [0022]FIG. 2 is a schematic drawing of an illustrative embodiment of the invention, as applied to a plurality of vehicles.  
         [0023]    [0023]FIG. 3 is a block diagram of an embodiment of the invention that is applied to the ignition and door lock control systems of a vehicle.  
         [0024]    [0024]FIG. 4 is a block diagram of an embodiment of the invention that is applied to a dedicated port of a computer used to control certain features of a vehicle.  
         [0025]    [0025]FIG. 5 is block diagram of one embodiment of a vehicle usage data recording system installed in a vehicle.  
         [0026]    [0026]FIG. 6 is a block diagram of one embodiment of a vehicle module and a communications interface.  
         [0027]    [0027]FIG. 7 is a block diagram showing interaction between a communications interface and two communications devices.  
         [0028]    [0028]FIG. 8 is a block diagram of a communications device that facilitates sales tracking.  
         [0029]    [0029]FIG. 9 is a flow chart showing a method according to one embodiment of the invention.  
         [0030]    [0030]FIG. 10 is a block diagram of an embodiment of the invention that facilitates communication with a network server.  
         [0031]    [0031]FIG. 11 is a block diagram of a programming bay. 
     
    
     DETAILED DESCRIPTION OF THE INVENTION  
       [0032]    A preferred embodiment of the invention is now described in detail. Referring to the drawings, like numbers indicate like parts throughout the views. As used in the description herein and throughout the claims, the following terms take the meanings explicitly associated herein, unless the context clearly dictates otherwise: the meaning of “a”, “an,” and “the” includes plural reference, the meaning of “in” includes “in” and “on.” “Global computer network” includes the Internet.  
         [0033]    As shown in FIG. 1, one embodiment of the invention  100  is a vehicle  102  that includes an engine  104  and an automatic door locking system  106 . A removable door lock control apparatus  110  allows a salesperson at a dealership to control the door lock status. The removable door lock control apparatus  110  includes a signal sensor  112  and a control unit  114  that is responsive to the signal sensor  112 . The signal sensor  112  is capable of receiving signals from a transmitter  120 . The control unit  114  is capable of controlling the door locking system  106  so that when the signal sensor receives a predetermined signal (such as a specific code) from the transmitter  120 , the control unit  114  causes the door locking system  106  to change the door lock state of at least one door of the vehicle  102 . For example, if the door lock state for all doors of the vehicle is “locked,” then the salesperson could activate the transmitter  120 , thereby causing the door to become “unlocked.” The control unit  114  may also be coupled to the engine  104  of the vehicle  102 , so that upon changing the door lock state to “locked,” the engine will be disabled, thereby providing a theft deterrent. As shown in FIG. 2, the door locks  106  of each vehicle  102  of a plurality of vehicles  200 , such as at an automobile dealership, may be controlled by a single transmitter  120 .  
         [0034]    Typically, the keys for a vehicle  102  are locked in the vehicle  102 , such a in the glove compartment, on the sales lot. When a customer wishes to take a test drive, the salesperson activates a transmitter  120 , thereby unlocking at least one door of the vehicle  102  and the keys are retrieved from the glove compartment. Once the test drive is completed, the keys are returned to the glove compartment and the salesperson relocks the vehicle  102  by actuating the transmitter  120 .  
         [0035]    Several different types of receiver  112  may be employed. For example, the receiver  112  could be an infra-red sensor. An infra-red system has the advantages of low cost and high selectability. Thus, if a salesperson desires to open only one vehicle, the salesperson could apply the transmitter  120  to the window of the desired vehicle and only that vehicle would become unlocked. Another type of system that has high selectability is a capacitive coupling communication device. Several devices, in which the receiver  112  extends outside the vehicle  102  may be used. These include: a physical plug to which the salesperson attaches the transmitter  120 ; a magnetic strip reader that allows access when a salesperson applies a card with a magnetic strip (the card being the transmitter); a bar code reader (in which case a bar coded card is used as the transmitter); and even a biometric sensor, such as a finger print scanner. If the transmitter  120  emits a code that uniquely identifies the salesperson to which the transmitter  120  is assigned, then the system may keep an audit trail of each entry into the car by each salesperson, which may be useful in assessing employee habits. Generally, for broadcast-type receivers (e.g., infra-red, radio frequency, etc.) the power level of the transmitter  120  should be low enough to require the transmitter  120  to be in close proximity to the vehicle  102  so that only one vehicle at a time will be responsive to the signal from the transmitter  120 .  
         [0036]    If the dealership wishes to be able to lock and unlock all of the vehicles simultaneously, then the receiver  112  could be a radio-frequency sensor. In such a case, the transmitter  120  could be a local radio-frequency transmitter, or could even be part of a satellite-based system (which could, for example, be activated by accessing a global computer network site).  
         [0037]    As shown in FIG. 3, the control unit  314  may be coupled to the door locking control system of the vehicle by placing a first controllable switch  318 , such as a relay, between the vehicle&#39;s installed door lock control unit  306  and the door lock actuator  308  inside the door panel of the vehicle. The first controllable switch  318 , which is controlled by the control unit  314 , may be controlled to apply power to the door lock actuator  308  to cause a change in state of the door lock. A second controllable switch  320  may be placed between the ignition  304  and the starter  302  to disable the starter  302 . The control unit  314  keeps track of the locked state of the door lock and disables the starter  302  whenever the door lock is in the locked state. The control unit  314  could include a processor  330  such as a dedicated microprocessor, a programmable logic controller or any one of the many other types of programmable controllers that are generally known in the art of electronic control circuit design.  
         [0038]    When a salesperson leaves the dealership, the codes to which the control unit  314  responds must be changed. This may be done by inputting a supervisor code to the signal sensor  312 , or through a separate dedicated data entry port (which could be a hard wired port connected to the control unit  314 ). The supervisor code is compared to the data in a first memory location in the processor memory  332  and, if they match, then the user is able to input a new code into a second memory location in the processor memory  332 . The code in the second memory location is the code to which the control unit will respond for changing the door lock states. The supervisor code and the new code could also be input through a separate receiver, such as a radio-frequency receiver, with the new code being input to a plurality of vehicles simultaneously.  
         [0039]    Occasionally, the salesperson will forget to re-lock a door after taking a customer on a test drive. Therefore, the control unit  314  may be programmed to include a timer  334  that counts a predetermined amount of time from the last time that the door was unlocked. After the expiration of the predetermined time, if the vehicle has been inactive, the control unit  314  will cause the doors of the vehicle to lock and the starter to become disabled.  
         [0040]    An installed system is shown in FIG. 4, in which the invention is embedded in the on-board computer system  404  of the vehicle. In this embodiment, the computer system  404  already controls the door lock control system  406  so that only an additional data port  422  need be added to the computer system  404 . The data port  422  is coupled to a multicar removable receiver  412  while the vehicle is at the dealership. Once the vehicle is sold, the multi-car removable receiver  412  is unplugged from the data port  422 .  
         [0041]    The vehicle may also come with an attached vehicle receiver  402  that allows operation of a keyless entry system by the end user. Therefore, the computer system  404  must be programmed to recognize the difference between a keyless entry system activation code entered through the attached vehicle receiver  402  and a dealership code received by the multi-car removable receiver  412 . The computer system  404  may also be programmed to deactivate the attached vehicle receiver  402  when the multi-car removable receiver  412  is in use.  
         [0042]    As shown in FIG. 5, one embodiment of the invention may be installed in a vehicle  500 , such as an automobile. A vehicle module  520  is anchored to the vehicle by one of several types of anchors, including a bolt, a clip, use of a nylon cable tie, etc. The vehicle module  520  is coupled to the internal electronic components  502  of the vehicle  500  via a SAE J1850 connector  540 . The vehicle module  520  performs the data acquisition, storage and transfer functions of the invention and communicates with a user interface  510  through a communication interface  522 . As shown in FIG. 6, the vehicle module  520  includes a processor  610  and a non-volatile memory  620  that performs the data storage function. The invention facilitates connection to any vehicle with a SAE J1850 network, thus providing a standard interface and reporting system across a wide range of vehicles such as common amongst commercial operations. The system offers the advantage of providing a common connection that typically would not require the acquisition of new software and hardware as the vehicles in a fleet change. Also, the system may provide a consistent reporting structure rather than a vendor specific format.  
         [0043]    As shown in FIG. 7, the communication interface  522  could include one, or both, of an infra-red data transceiver  710  (of the type commonly used to download data from personal data assistants to personal computers) or a one-wire contact data port  712 , such as a data port compatible with I Button Technology, available from Dallas Semiconductor Corporation. The infra-red data transceiver  710  facilitates communication between a personal data assistant  731  and the vehicle module  520 , whereas the one-wire contact data port  712  facilitates communication with a one-wire type contact data device  720 . The one-wire device  720  is a device that initiates a data communication when it is placed against the one-wire contact data port  712 . In use, each automobile user has a uniquely-identified one-wire device  720 . When starting the vehicle  500 , the user places the one-wire device  720  against the one-wire data port  712  and the one-wire device  720  transmits a unique identification of the user to the vehicle module  520  and then data relating to the user&#39;s driving habits during the vehicle usage event are stored in the vehicle module  520 .  
         [0044]    As shown in FIG. 8, a device  800  for transmitting security codes to a vehicle includes a programmable processor  810  that is in data communication with an infra-red transceiver  820  and a one-wire type contact data device  820 . The security codes are stored by the vehicle module  520  an are used to limit access to the information stored in the vehicle module  520  only to authorized users.  
         [0045]    The operation of the system is generally shown in FIG. 9. In the flowchart  900 , the system initially waits for either the entry of a valid user identification  910  (e.g., a driver placing a one-wire device against a one-wire data port communication interface of the vehicle) or an authorized data request  930  (e.g., a lot administrator using a PDA to acquire data through an infra-red data transmission).  
         [0046]    When a valid user identification  910  is received, the vehicle module records  910  such information as the user&#39;s identification, the date, the start time and a starting value of the odometer. This information is acquired from the vehicle through the vehicle&#39;s SAE J1850 connection. While the engine is running, the system may test  918  to determine if the vehicle speed has exceeded a previously recorded maximum for the current driving session. If so, then the vehicle module records the new maximum speed  928 . This step is not necessary, as the vehicle&#39;s average speed can be calculated from the odometer reading and the total run time of the driving session. Once an engine shut-off has been detected  914 , the system records  916  the end time, and the end odometer reading.  
         [0047]    When an authorized data request is received  930  the system transmits  932  the information recorded in the vehicle module to the communications interface. Uploading data could be done periodically, or it could be done at the end of each use, depending upon the specific application. Once the information has been uploaded, the memory is reset to allow its full capacity to store new data.  
         [0048]    As shown in FIG. 10, the vehicle usage data may be sent to a central server  1008  in communication with a global computer network  1006 , such as the Internet. This arrangement may be particularly useful in tracking the usage of large fleets of vehicles that are dispersed over a wide geographic region. A local computer  1004  is in data communication with the global computer network  1006  and a programming bay  1002  that acts to connect the local computer  1004  to the user interface device  1010 . As shown in FIG. 11, the programming bay  1002  includes a processor  1102  and a security code generator  1110 , such as an SHA FIPS-180 Security Coprocessor and security code storage medium. The processor  1102  communicates with the local computer  1004  through a data port  1104 , such as an RS-232 DB 9 . The processor  1102  also communicates with the user interface devices  1010  via an EIA  485  interface. The processor  1102  also communicates with single wire data devices through a single wire data interface  1112 . A real time clock and calendar circuit  1108  (of a type generally known to the art of computer circuits) generates a master date and time reference used system wide. Whenever a user accesses the system, the master date and time is delivered to the user interface device so as to synchronize all of the data events with the real time clock and calendar circuit  1108 .  
         [0049]    It is anticipated that the invention will find utility in a number of fields, including: tracking of usage habits of individuals having use of a company car (of a fleet of company cars); tracking frequency of usage by vehicle salespeople in a sales lot; minimizing insurance-risk exposure by monitoring employee driving habits; providing a speed log in accident reconstruction; and monitoring teen driving habits.  
         [0050]    In tracking company car usage, typically a user would activate the system by contacting a one-wire data device with the one-wire data port attached to the vehicle. The one-wire data device has a serial number that uniquely identifies the user. Periodically, the user uploads the usage data from the vehicle module to the one-wire device (using the one-wire device as a data transfer medium) and then uploads the data to the global network server  1008 . The system can also generate a warning “beep” to indicate that the vehicle module memory is full and needs to have the data uploaded. Alternately, the system can require monthly data retrieval via a handheld retrieval tool by a vehicle fleet manager. The vehicle usage data may be encrypted by the vehicle module and decrypted by the server to prevent tampering with the data.  
         [0051]    Parents are very concerned with the driving characteristics of their children. The invention could be used as a system for monitoring ones child&#39;s driving style. Rather than a monthly retrieval, a parent can retrieve the data via a handheld reader, such as a personal data assistant, after a child returns home. In one possible scenario, the handheld reader would be connected to the parents&#39; personal computer and the parent can view the speed and duration of the child&#39;s excursion. Such information could be used for disciplinary purposes, or as a known deterrent to unsafe driving as the child would be aware that their driving style was being monitored. The SAE J1850 connector could be locked in place to prevent a child from removing it while driving in an unsafe manner. Another possibility for data retrieval is to include a modem within the handheld reader. The parent would then connect the reader to a phone line and the data would be uploaded to a central web site via a dial up connection. Such an approach would lead to ease of use and reduced support issues.  
         [0052]    The global computer network-connected embodiment allows for central generation of driving habit reports. It also allows for remote viewing of such reports, as well as providing the assigned user of a vehicle a medium to enter additional information, such as an indication of which driving events were job related (and, therefore, reimbursable) and which driving events were not job related.  
         [0053]    The invention makes vehicle usage monitoring and sales tracking invisible to the vehicle user and achieves a high level of accuracy. In addition, because reports may be processed in a central location, artificial tampering to enhance a specific individual&#39;s performance is prevented.  
         [0054]    In tracking salespersons, vehicle-specific data, such as a vehicle identification number (VIN) may also be stored by the vehicle module. Remotely, information about the vehicle may be stored in a database. Such information could include year, manufacturer, model, body style, color, engine, mileage, and the dealerships inventory control number. Such information could be used in developing reports relative to a salesperson&#39;s, or even a dealership&#39;s, sales habits and performance. The initial data entry to the vehicle module and server could occur during the dealer preparation phase of accepting a new vehicle, with sales tracking beginning as soon as the vehicle is prepped and put on the sales floor. Every access to the vehicle is logged with the sales persons ID code, time of day, and calendar date, thus saving the sales people from manual tracking their activity. In addition, if the engine is started, a record of engine run time is kept to create reports of test drive duration. By comparing total engine operation time, and mileage at installation and removal, a rough estimate of miles driven per test drive could be inferred. Such a report could be used to identify potential abusers of test drives and any collusion with the sales staff. Upon sale of the vehicle, the vehicle module is disconnected from the SAE J1850 connector, removed from the vehicle, the memory is reset and the module is used again in another vehicle.  
         [0055]    In another embodiment, the invention could accomplish via an existing global positioning satellite (GPS)-based tracking system (for example an Onstar® system) as an after-market device. The GPS data is available from the tracking system and is available on the vehicle&#39;s network. A GPS system cell phone is also connected to the network. This embodiment reads the GPS data from the GPS system, and then places it in the cell phone&#39;s digital header stream. This header stream occurs at the beginning of every cell phone call, and most of it is not used. The data is transmitted without a call being picked up.  
         [0056]    The above described embodiments are given as illustrative examples only. It will be readily appreciated that many deviations may be made from the specific embodiments disclosed in this specification without departing from the invention. Accordingly, the scope of the invention is to be determined by the claims below rather than being limited to the specifically described embodiments above.