GPS based vehicle modification and abnormal usage monitoring

A vehicle monitoring system comprises a calculation module, an abnormal usage module, and memory. The calculation module calculates a vehicle usage value based on global positioning system (GPS) data and at least one data input, and calculates an expected vehicle usage value based on known vehicle characteristics and the GPS data. The abnormal usage module compares the vehicle usage value and the expected vehicle usage value. The memory stores an indicator based on the comparison.

FIELD

The present disclosure relates to GPS-based vehicle monitoring.

BACKGROUND

Referring now toFIG. 1, a functional block diagram of a global positioning system (GPS) navigation system is shown. A vehicle100includes a GPS receiver102. GPS transmitters104transmit wireless signals. The GPS receiver102receives the wireless signals from the GPS transmitter104and determines a location of the vehicle100. The GPS receiver102may also determine speed and direction of the vehicle100as well as time of day. The GPS receiver102outputs the GPS data to a navigation system106.

The navigation system106processes the GPS data from the GPS receiver102. The navigation system106displays a current location of the vehicle100on a display108. The display108provides a visual indication of the location, speed, and direction of the vehicle100as well as the time of day to a user. The display108may include a touch screen, which allows the user to input data to the navigation system106. For example, the user may select a location to plan a route.

SUMMARY

A vehicle monitoring system comprises a calculation module, an abnormal usage module, and memory. The calculation module calculates a vehicle usage value based on global positioning system (GPS) data and at least one data input, and calculates an expected vehicle usage value based on known vehicle characteristics and the GPS data.

The abnormal usage module compares the vehicle usage value and the expected vehicle usage value. The memory stores an indicator based on the comparison. In further features, the known vehicle characteristics include throttle, engine torque, wheel size, power transfer ratio, maximum load, and vehicle mass.

In other features, the memory stores the indicator when a predetermined difference between the vehicle usage value and the expected vehicle usage value is exceeded, and the indicator is indicative of unauthorized vehicle modification. In still other features, the memory stores the indicator when a predetermined difference between the vehicle usage value and the expected vehicle usage value is exceeded, and the indicator is indicative of unacceptable use due to vehicle overload.

In other features, the indicator is indicative of vehicle loss of integrity when the predetermined difference is exceeded for a period of time. In other features, the memory stores the indicator when the vehicle usage value is outside of a first range associated with the expected vehicle usage value. In still other features, the memory stores the indicator when the vehicle usage value is outside of a first range associated with the expected vehicle usage value for a period of time.

In still other features, the vehicle monitoring system further comprises a terrain database that stores terrain rating data, and at least one data input includes the terrain rating data. In further features, the memory stores the indicator when a predetermined difference between the vehicle usage value and the expected vehicle usage value is exceeded, and the indicator is indicative of unacceptable vehicle usage.

A GPS-based vehicle monitoring method comprises calculating a vehicle usage value based on global positioning system (GPS) data and at least one data input; calculating an expected vehicle usage value based on known vehicle characteristics and the GPS data; comparing the vehicle usage value and the expected vehicle usage value; and storing an indicator based on the comparison.

In further features, the known vehicle characteristics include throttle, engine torque, wheel size, power transfer ratio, maximum load, and vehicle mass. In other features, the GPS-based vehicle monitoring method further comprises storing the indicator when a predetermined difference between the vehicle usage value and the expected vehicle usage value is exceeded, and the indicator is indicative of unauthorized vehicle modification.

In other features, the GPS-based vehicle monitoring method further comprises storing the indicator when a predetermined difference between the vehicle usage value and the expected vehicle usage value is exceeded, and the indicator is indicative of unacceptable use due to vehicle overload.

In further features, the indicator is indicative of vehicle loss of integrity when the predetermined difference is exceeded for a period of time. In other features, the GPS-based vehicle monitoring method further comprises storing the indicator when the vehicle usage value is outside of a first range associated with the expected vehicle usage value.

In still other features, the GPS-based vehicle monitoring method further comprises storing the indicator when the vehicle usage value is outside of a first range associated with the expected vehicle usage value for a period of time. In still other features, the GPS-based vehicle monitoring method further comprises storing terrain rating data, and at least one data input includes the terrain rating data.

In further features, the GPS-based vehicle monitoring method further comprises storing the indicator when a predetermined difference between the vehicle usage value and the expected vehicle usage value is exceeded, and the indicator is indicative of unacceptable vehicle usage.

DETAILED DESCRIPTION

Vehicles are designed to reliably operate within certain operating parameters. For example, a vehicle powertrain may be designed to operate at a torque less than a specified maximum torque of an engine. Alterations may be made to the powertrain to increase engine torque. Increasing the engine torque may decrease the reliability of the powertrain. In some instances, the alterations may result in damage to the vehicle.

It may be difficult to determine whether the damage to the vehicle is caused by unauthorized use or normal degradation. Accordingly, a Global Positioning System (GPS) and sources that measure vehicle usage may be used to calculate a vehicle usage value. The calculated vehicle usage value may be compared to threshold values to determine whether the user has misused or made modifications to the vehicle.

Referring now toFIG. 2, a functional block diagram of an exemplary GPS-based vehicle monitoring system according to the principles of the present disclosure is shown. A GPS navigation system200may provide GPS data such as distance, location, and speed of a vehicle202. The GPS data may be used to calculate other characteristics of the vehicle202. For instance, by monitoring speed for a period of time, acceleration of the vehicle202may be determined. The calculations may be used to determine whether the vehicle202has been tampered with or misused.

A GPS receiver204collects the GPS data from GPS transmitters206. The GPS data may be transmitted to the navigation system200and/or an engine control module (ECM)208. The ECM208may use the GPS data to determine whether a user is misusing the vehicle202such as by driving on adverse terrain and/or overloading the vehicle202.

A monitoring module210may be located within the ECM208. Along with the GPS data from the GPS receiver204, several sources may be transmitting data to the monitoring module210. These sources may include, but are not limited to, a rough road module212, throttle position/torque sensors214, odometer216, a wheel rotation sensor218, transmission speed sensors220, and an engine speed sensor222(in revolutions per minute (RPM)). The data from the sources may be raw or processed before entering the monitoring module210. All of the data stated above may be stored and used by the monitoring module210to calculate the vehicle usage value.

The monitoring module210may determine whether the vehicle202is used inappropriately. For instance, the user might change a wheel diameter on the vehicle202to an unauthorized size. The GPS receiver204may determine that the vehicle202has travelled 1,000 miles at an average speed of 55 miles per hour. The odometer216may determine that the actual distance travelled is 900 miles and the wheel rotation sensor218may determine that the average speed is actually 45 miles per hour. This is evidence that the wheel diameter is larger than authorized.

The monitoring module210may determine whether a modification has been made. The monitoring module210may communicate with a display224to indicate a problem or the user may enter a code to display the results of the calculations on the display224. In various implementations, the monitoring module210may communicate with a vehicle interface226to transmit the results of the calculations.

The vehicle interface226may be used to display the results to the user, to transmit the results to a personal computer (PC)228, and/or to update nonvolatile memory data located in the monitoring module210. The PC228may retrieve the results from the vehicle interface226and/or upload new data to the vehicle interface226that may be transferred to the monitoring module210. For example, vehicle characteristics and threshold values may be stored on the PC228. A database230may be updated on the PC228for transfer to the monitoring module210. The database230may include a terrain rating system that provides a rating for a location. In various implementations, the database may be internal or external to the PC228.

InFIG. 3, an exemplary implementation of the monitoring module210ofFIG. 2is shown. Calculations may be done by using algorithms that may include the GPS data from the GPS receiver204, data from the sources, a diagnostic module300, and a terrain database302. The calculations determine actual and expected values of vehicle usage. For example, an adverse terrain module (ATM)304may use the data from the GPS receiver204, the terrain database302, the diagnostic module300, and the rough road module212to determine whether the vehicle202has been driven on an unauthorized terrain.

The terrain database302includes a database that may associate a number to a given type of terrain or a location. The database may be as simple as storing a 1 for locations that are unacceptable and a 0 for locations that are acceptable. In various implementations, the database may include a detailed rating system. For example, a location that is acceptable may have a 0 rating and a highly unacceptable location may have a 10 rating. The vehicle202may be operated in a location that is associated with a rating that is within 0 and 10.

The rough road module212may determine road conditions. For example, the rough road module212may detect when the user may be driving on terrain that is uneven. This data may be used by the ATM304to determine whether the vehicle202is being used on terrain that is unacceptably rough for the vehicle202.

The diagnostic module300may include diagnostics of the sources. Diagnostics determine whether the sources are working properly. The diagnostic module300determines whether the data received from the sources is reliable and notifies the ATM304. If the sources are working properly, calculations may begin; otherwise, the calculations may be suspended and an indicator may be stored. For example, a data flag may be set or the time of day, location, or date may be stored.

The GPS data may be used by the ATM304to compare against the terrain database302. By knowing the location of the vehicle202, the ATM304may look up the terrain rating for the same location within the terrain database302. The GPS data may determine the time of day and location of the occurrence. The ATM304transmits the results to a nonvolatile memory306to be stored.

An overload module (OM)308may use data from the GPS receiver204, the throttle position/torque sensors214, and the diagnostic module300to determine whether the vehicle202has been overloaded. For example, the throttle/torque sensors214may monitor the positioning of a throttle to determine a torque request by the user. Based on original vehicle characteristics of the vehicle202, the vehicle202should have an acceleration within a predetermined range.

The original vehicle characteristics are based on known parameters of components originally installed on the vehicle202. For example only, original vehicle characteristics may include throttle, engine torque, wheel size, power transfer ratios, maximum load, and vehicle mass. The GPS data may be used to calculate the actual acceleration of the vehicle202. If the actual acceleration is less than the minimum acceleration, then the vehicle202may have been overloaded.

A mileage module (MM)310may use data from the GPS receiver204, the odometer216, and the diagnostic module300to determine whether there is a difference in mileage. For example, the GPS data may indicate that the vehicle202has travelled 1,000 miles. If the odometer216indicates that the vehicle202has travelled 500 miles, then a modification may have occurred.

A drivetrain component modification module (DCMM)312may use data from the GPS receiver204, the wheel rotation sensor218, the transmission speed sensors220, the engine speed sensor222, and the diagnostic module300to determine whether a drivetrain component has been modified. For example, the GPS data, the odometer216, the wheel rotation sensor218, and the engine speed sensor22may indicate that the average speed of the vehicle202is 55 miles per hour. If the transmission speed sensors220indicate that the transmission output speed should translate into a vehicle speed of 45 miles per hour, then a modification may have been made to the drivetrain.

An engine power modification module (EPMM)314may use data from the GPS receiver204, the engine speed sensor222, and the diagnostic module300to determine whether a modification has been made to increase or decrease power of an engine. For example, based on the original vehicle characteristics of the engine, a maximum speed output is known. If the engine speed sensor222determines that the actual engine speed is greater than the maximum, then a modification may have been made.

While individual modules may be used to monitor a component, system, or groups of systems, they may be categorized together based on similar functionality. For example only, the ATM304, the OM308, the MM310, the DCMM312, and the EPMM314shown inFIG. 3may be categorized as unauthorized usage and modification modules. Unauthorized usage and modification modules are not limited to the ones named above or shown inFIG. 3. In various implementations, a single unauthorized usage and modification module may be used to monitor more than one component, system, or group of systems.

Referring now toFIG. 4, an exemplary implementation of the ATM304ofFIG. 3is shown. The diagnostic module300, the terrain database302, the rough road module212, and the GPS receiver204transmit data to a calculation module400. The diagnostic module300determines whether the incoming data is reliable for calculations and/or comparisons and notifies the calculation module400. If the data is not reliable, meaning at least one of the data sources is not functioning properly, then the calculation module400may suspend calculations and comparisons and an indicator may be stored in the nonvolatile memory306.

If the data is reliable, then the calculation module400calculates the vehicle usage value based on the data. The calculation module400may receive the original vehicle characteristics and calculate the vehicle usage value. The vehicle usage value is compared to a threshold value and a previous maximum and/or minimum value in an abnormal usage module402. More than one threshold may exist for a given component, system, or group of systems that is being monitored. For example, a maximum threshold value and a minimum threshold value for engine power may exist to determine whether the engine of the vehicle202has been unacceptably upgraded or changed. The threshold values (predetermined range of values) and previous maximum and minimum values may be stored in a threshold module404.

The abnormal usage module402determines whether the vehicle usage value lies within the predetermined range of values. When the vehicle usage value lies outside of the predetermined range, a timer406may be started. The vehicle usage value may be compared to previous max/min values to determine whether a new max/min exists. The previous max/min values may be stored in the threshold module404. If the vehicle usage value is beyond the previous max/min value, then the vehicle usage value may be stored in a temporary max/min module408. The temporary max/min module408compares the vehicle usage value with previously stored max/min values from the threshold module404and replaces the max/min values if necessary. The temporary max/min module408may replace the max/min values when the vehicle202is turned off.

The timer406calculates a period of time that the vehicle usage value lies outside of the predetermined range of values. The period is transmitted to an excessive period module410. The excessive period module410compares the period with a threshold period and a previous maximum period from the threshold module404. If the period is greater than the previous maximum period, then the excessive period module410transmits the period to the temporary max/min module408for storage. If the period is greater than the threshold period, then a tracking module412and a counter414may be initialized.

The counter414determines how many times the user has misused or modified the vehicle202and may be incremented when the predetermined range of values and threshold period are exceeded. For example, the threshold value for grade of terrain may be 30° and the threshold period may be 45 seconds. When the user operates the vehicle202over a hill with a grade of 30° for only 10 seconds, then the counter414may not increment. In various implementations, the counter414may increment when at least one of the predetermined range of values and threshold period is exceeded. The counter414is initiated at the same time as the tracking module412.

The tracking module412records the location, date, and time of day of an occurrence of vehicle misuse or modification. For example, when an occurrence of vehicle misuse or modification is determined, a record of the time of day, date, and location of the event may be useful. The tracking module412transmits the results to an incident tracking module416for storage. In other implementations, an indicator such as those previously mentioned may be stored. The tracking module412may transmit the time of day, location, and date to the incident tracking module416when an error in calculations has occurred or when calculations are suspended.

In unauthorized usage and modification modules, the calculation module400may calculate an expected vehicle usage value based on the data from the sources and the original vehicle characteristics. The original vehicle characteristics may be stored in the threshold module404. The calculation module400may calculate a range of values based on the expected vehicle usage value and transmit the range of values to the abnormal usage module402. The abnormal usage module402may compare the vehicle usage value and the range of values.

InFIG. 5, a flowchart that depicts exemplary steps of a GPS-based vehicle monitoring method according to the principles of the present disclosure is shown. Control begins in step500, where control initiates a previous maximum/minimum value. In step501, control receives GPS data, data from the sources, and diagnostics for calculations and comparisons. In step502, control determines whether the GPS data and the data from the sources are reliable. If the GPS data and the data from the sources are reliable, control transfers to step504; otherwise, control transfers to step503. In step503, control determines location and date. In step505, control stores the location and date in nonvolatile memory.

In step504, control calculates a vehicle usage value using the GPS data and the data from the sources. In step506, control compares the vehicle usage value to a predetermined range of values and a previous maximum/minimum value. In step508, control determines whether the vehicle usage value is beyond the previous maximum/minimum value. If the vehicle usage value is not beyond the previous maximum/minimum value, then control transfers to step510; otherwise, control transfers to step522. In step522, control stores the vehicle usage value in a temporary max/min module.

In step510, control determines whether the vehicle usage value is beyond the predetermined range of values. If the calculated value is not beyond the predetermined range, control returns to step501; otherwise, control transfers to step511. In step511, a timer is reset. In step512, control calculates a next vehicle usage value. In step513, control compares the next vehicle usage value to the predetermined range of values. If the next vehicle usage value is beyond the predetermined range of values, then control returns to step512; otherwise, control continues in step514.

In step514, control compares the timer value to a previous maximum period. If the timer value is greater than the previous maximum period, then control transfers to step515; otherwise, control transfers to step516. In step515, control stores the timer value in the temporary max/min module.

In step516, control compares the timer value to a threshold period. If the timer value is less than the threshold period, then control returns to step500; otherwise, control transfers to step518. In step518, control increments a counter. In step520, control determines location and date. In step524, control stores the counter value, location, and date in nonvolatile memory.

In step526, control determines whether the vehicle has powered down. If the vehicle has powered down, control transfers to step527; otherwise, control returns to step501. In step527, control records the maximum and minimum values.